{"id":"F2007B01090","name":"Manual of Standards Part 173—Standards Applicable to Instrument Flight Procedure Design","slug":"manual-of-standards-part-173-standards-applicable-to-instrument-flight-procedure-design","collection":"legislative_instrument","jurisdiction":"commonwealth","status":"in_force","isInForce":true,"actNumber":null,"makingDate":null,"administeringDepartment":null,"currentVersion":{"id":67825,"registerId":"commonwealth-F2007B01090-current","compilationNumber":null,"startDate":"2026-04-02","status":"InForce","reasons":null,"registeredAt":null},"sections":[{"sectionNumber":"Chapter 1: Introduction","sectionType":"part","heading":"Chapter 1: Introduction","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":0},{"sectionNumber":"1.1","sectionType":"part","heading":"General","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":1},{"sectionNumber":"1.1.1 Authority for this Part and CASA’s","sectionType":"division","heading":"1.1.1 Authority for this Part and CASA’s Commitment to ICAO","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":2},{"sectionNumber":"1.1.1.1 The Civil Aviation Safety Regula","sectionType":"subdivision","heading":"1.1.1.1 The Civil Aviation Safety Regulations Part 173 — Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":3},{"sectionNumber":"1.1.1.2 For the design of:","sectionType":"subdivision","heading":"1.1.1.2 For the design of:","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":4},{"sectionNumber":"(a) Instrument Flight Procedures, other ","sectionType":"section","heading":"(a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":5},{"sectionNumber":"(i) International Civil Aviation Organiz","sectionType":"section","heading":"(i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services — Aircraft Operations (PANS‑OPS); and","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":6},{"sectionNumber":"(ii) this Manual of Standards (MOS) whic","sectionType":"section","heading":"(ii) this Manual of Standards (MOS) which comprises:","content":"###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and","sortOrder":7},{"sectionNumber":"(b) RNP AR APCH procedures, the design s","sectionType":"section","heading":"(b) RNP AR APCH procedures, the design standards are contained in:","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":8},{"sectionNumber":"(i) PANS OPS; and","sectionType":"section","heading":"(i) PANS OPS; and","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":9},{"sectionNumber":"(ii) this MOS which comprise:","sectionType":"section","heading":"(ii) this MOS which comprise:","content":"###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and","sortOrder":10},{"sectionNumber":"(iii) ICAO Publication Doc 9905-AN/471, ","sectionType":"section","heading":"(iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":11},{"sectionNumber":"1.1.2 Differences between ICAO documents","sectionType":"division","heading":"1.1.2 Differences between ICAO documents and standards in the MOS","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":12},{"sectionNumber":"1.1.2.1 Notwithstanding the above, where","sectionType":"subdivision","heading":"1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":13},{"sectionNumber":"1.1.3 Document Set","sectionType":"division","heading":"1.1.3 Document Set","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":14},{"sectionNumber":"1.1.3.1 The document hierarchy consists ","sectionType":"subdivision","heading":"1.1.3.1 The document hierarchy consists of:","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":15},{"sectionNumber":"(a) relevant Civil Aviation Safety Regul","sectionType":"section","heading":"(a) relevant Civil Aviation Safety Regulations (CASRs);","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":16},{"sectionNumber":"(b) the Manual of Standards (MOS); and","sectionType":"section","heading":"(b) the Manual of Standards (MOS); and","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":17},{"sectionNumber":"(c) Advisory Circulars (ACs).","sectionType":"section","heading":"(c) Advisory Circulars (ACs).","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":18},{"sectionNumber":"1.1.3.2 The regulatory documents establi","sectionType":"subdivision","heading":"1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":19},{"sectionNumber":"1.1.3.3 CASRs establish the regulatory f","sectionType":"subdivision","heading":"1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":20},{"sectionNumber":"1.1.3.4 The MOS comprises specifications","sectionType":"subdivision","heading":"1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":21},{"sectionNumber":"1.1.3.5 Readers should understand that i","sectionType":"subdivision","heading":"1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":22},{"sectionNumber":"1.1.3.6 Service providers must document ","sectionType":"subdivision","heading":"1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":23},{"sectionNumber":"1.1.3.7 ACs are intended to provide reco","sectionType":"subdivision","heading":"1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":24},{"sectionNumber":"1.1.4 MOS Documentation Change Managemen","sectionType":"division","heading":"1.1.4 MOS Documentation Change Management","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":25},{"sectionNumber":"1.1.4.1 Responsibility for the approval ","sectionType":"subdivision","heading":"1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":26},{"sectionNumber":"1.1.4.2 This document is issued and amen","sectionType":"subdivision","heading":"1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":27},{"sectionNumber":"1.1.4.3 Requests for any change to the c","sectionType":"subdivision","heading":"1.1.4.3 Requests for any change to the content of this MOS may be initiated by:","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":28},{"sectionNumber":"(a) technical specialist areas within CA","sectionType":"section","heading":"(a) technical specialist areas within CASA;","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":29},{"sectionNumber":"(b) instrument approach procedure design","sectionType":"section","heading":"(b) instrument approach procedure designers;","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":30},{"sectionNumber":"(c) ATS service providers;","sectionType":"section","heading":"(c) ATS service providers;","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":31},{"sectionNumber":"(d) pilots and ATC staff;","sectionType":"section","heading":"(d) pilots and ATC staff;","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":32},{"sectionNumber":"(e) other aviation industry service prov","sectionType":"section","heading":"(e) other aviation industry service providers.","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":33},{"sectionNumber":"1.1.4.4 The need to change standards in ","sectionType":"subdivision","heading":"1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":34},{"sectionNumber":"(a) ensure safety;","sectionType":"section","heading":"(a) ensure safety;","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":35},{"sectionNumber":"(b) ensure standardisation;","sectionType":"section","heading":"(b) ensure standardisation;","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":36},{"sectionNumber":"(c) respond to changed CASA standards;","sectionType":"section","heading":"(c) respond to changed CASA standards;","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":37},{"sectionNumber":"(d) respond to ICAO prescription;","sectionType":"section","heading":"(d) respond to ICAO prescription;","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":38},{"sectionNumber":"(e) accommodate new initiatives or techn","sectionType":"section","heading":"(e) accommodate new initiatives or technologies.","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":39},{"sectionNumber":"1.1.5 Related Documents","sectionType":"division","heading":"1.1.5 Related Documents","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":40},{"sectionNumber":"1.1.5.1 These standards should be read i","sectionType":"subdivision","heading":"1.1.5.1 These standards should be read in conjunction with:","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":41},{"sectionNumber":"(a) ICAO Procedures for Air Navigation —","sectionType":"section","heading":"(a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":42},{"sectionNumber":"(b) ICAO Instrument Flight Procedures Co","sectionType":"section","heading":"(b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":43},{"sectionNumber":"(c) ICAO Template Manual for Holding, Re","sectionType":"section","heading":"(c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":44},{"sectionNumber":"(d) ICAO Required Navigation Performance","sectionType":"section","heading":"(d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":45},{"sectionNumber":"1.1.6 Definitions","sectionType":"division","heading":"1.1.6 Definitions","content":"# Chapter 1: Introduction\n\n## Section 1.1: General\n\n### 1.1.1 Authority for this Part and CASA’s Commitment to ICAO\n\n#### 1.1.1.1 The Civil Aviation Safety Regulations Part 173 – Instrument Flight Procedure Design establishes the standards pertaining to the design of Instrument Flight Procedures.\n\n#### 1.1.1.2 For the design of:\n\n##### (a) Instrument Flight Procedures, other than the design of Required Navigation Performance Authorization Required Approach (RNP AR APCH) procedures, the design standards are contained in:\n\n###### (i) International Civil Aviation Organization (ICAO) Publication Doc 8168-OPS/611, Volumes I and II, also referred to as the Procedures for Air Navigation Services – Aircraft Operations (PANS‑OPS); and\n\n###### (ii) this Manual of Standards (MOS) which comprises:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n##### (b) RNP AR APCH procedures, the design standards are contained in:\n\n###### (i) PANS OPS; and\n\n###### (ii) this MOS which comprise:\n\n(A) additional design standards not included in PANS-OPS; and\n\n(B) differences which are adopted by Australia; and\n\n(C) new or developing standards; and\n\n###### (iii) ICAO Publication Doc 9905-AN/471, also referred to as the Required Navigation Performance Authorization Required Procedure Design Manual (ICAO Doc 9905).\n\n### 1.1.2 Differences between ICAO documents and standards in the MOS\n\n#### 1.1.2.1 Notwithstanding the above, where there is a difference between a standard prescribed in ICAO documents and the MOS, the MOS standard shall prevail.\n\n### 1.1.3 Document Set\n\n#### 1.1.3.1 The document hierarchy consists of:\n\n##### (a) relevant Civil Aviation Safety Regulations (CASRs);\n\n##### (b) the Manual of Standards (MOS); and\n\n##### (c) Advisory Circulars (ACs).\n\n#### 1.1.3.2 The regulatory documents establish, for service providers, a comprehensive description of system requirements and the means of meeting them.\n\n#### 1.1.3.3 CASRs establish the regulatory framework (Regulations) within which all service providers must operate.\n\n#### 1.1.3.4 The MOS comprises specifications (Standards) prescribed by CASA, of uniform application, determined to be necessary for the safety of air navigation. In those parts of the MOS where it is necessary to establish the context of standards to assist in their comprehension, the sense of parent regulations has been reiterated.\n\n#### 1.1.3.5 Readers should understand that in the circumstance of any perceived disparity of meaning between MOS and CASRs, primacy of intent rests with the regulations.\n\n#### 1.1.3.6 Service providers must document internal practices (Rules) in their own operational manuals, to ensure the maintenance of and compliance with standards.\n\n#### 1.1.3.7 ACs are intended to provide recommendations and guidance to illustrate a means, but are not necessarily the only means of complying with the Regulations. ACs may explain certain regulatory requirements by providing interpretive and explanatory material. It is expected that service providers will document internal actions in their own operational manuals, to put into effect those, or similarly adequate, practices.\n\n### 1.1.4 MOS Documentation Change Management\n\n#### 1.1.4.1 Responsibility for the approval of the publication and amendment of the MOS resides with the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch, of the Aviation Safety Standards Division, Civil Aviation Safety Authority (CASA).\n\n#### 1.1.4.2 This document is issued and amended under the authority of the Branch Head, Airways, Air Traffic and Aerodrome Standards Branch.\n\n#### 1.1.4.3 Requests for any change to the content of this MOS may be initiated by:\n\n##### (a) technical specialist areas within CASA;\n\n##### (b) instrument approach procedure designers;\n\n##### (c) ATS service providers;\n\n##### (d) pilots and ATC staff;\n\n##### (e) other aviation industry service providers.\n\n#### 1.1.4.4 The need to change standards in the MOS may be generated by a number of causes. These may be to:\n\n##### (a) ensure safety;\n\n##### (b) ensure standardisation;\n\n##### (c) respond to changed CASA standards;\n\n##### (d) respond to ICAO prescription;\n\n##### (e) accommodate new initiatives or technologies.\n\n### 1.1.5 Related Documents\n\n#### 1.1.5.1 These standards should be read in conjunction with:\n\n##### (a) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures; and\n\n##### (b) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911; and\n\n##### (c) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2; and\n\n##### (d) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471.\n\n### 1.1.6 Definitions\n\n#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":46},{"sectionNumber":"1.1.6.1 In this Manual of Standards:","sectionType":"subdivision","heading":"1.1.6.1 In this Manual of Standards:","content":"#### 1.1.6.1 In this Manual of Standards:\n\nALS, in relation to a runway, means an approach lighting system for the runway.\n\nAMSL means above mean sea level.\n\nBALS (short for basic ALS), in relation to a runway, means an ALS for the runway that is at least 210 m, and less than 420 m, long.\n\nCASR 1998 means the Civil Aviation Safety Regulations 1998.\n\nCAT I lighting system has the same meaning as in section 9.41 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nCAT II and CAT III lighting system has the same meaning as in section 9.42 of the Part 139 (Aerodromes) Manual of Standards 2019.\n\nDH means decision height.\n\nFALS (short for full ALS), in relation to a runway, means an ALS for the runway, consisting of a CAT I lighting system, or CAT II and CAT III lighting system, which is at least 720 m long.\n\nGNSS means Global Navigation Satellite System.\n\nIALS (short for intermediate ALS), in relation to a runway, means an ALS for the runway that is at least 420 m, and less than 720 m, long.\n\nkt means knots.\n\nMAPt means missed approach point.\n\nMDA means minimum descent altitude.\n\nMDA/H means minimum descent altitude or height.\n\nMSA means minimum sector altitude.\n\nNALS (short for no ALS), in relation to a runway, means:\n\n#### (a) no ALS in relation to the runway; or\n\n#### (b) an ALS, in relation to the runway, which is less than 210 m long.\n\nNM means nautical miles.\n\nRVR means runway visual range.\n\nTIFP means terminal instrument flight procedure.\n\nvisibility means the ability, as determined by atmospheric conditions and expressed in units of distance, to see and identify prominent unlighted objects by day and prominent lighted objects by night.","sortOrder":47},{"sectionNumber":"Chapter 2: Organisation","sectionType":"part","heading":"Chapter 2: Organisation","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":48},{"sectionNumber":"2.1","sectionType":"part","heading":"Operations Manual","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":49},{"sectionNumber":"2.1.1 Standards","sectionType":"division","heading":"2.1.1 Standards","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":50},{"sectionNumber":"2.1.1.1 A certified designer must prepar","sectionType":"subdivision","heading":"2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":51},{"sectionNumber":"(a) a table of contents based on the ite","sectionType":"section","heading":"(a) a table of contents based on the items in the manual, indicating the page number on which each item begins;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":52},{"sectionNumber":"(b) a description of the designer’s orga","sectionType":"section","heading":"(b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":53},{"sectionNumber":"(c) a description of the chain of comman","sectionType":"section","heading":"(c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":54},{"sectionNumber":"(d) a statement showing how the designer","sectionType":"section","heading":"(d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":55},{"sectionNumber":"(e) a list of the design services that t","sectionType":"section","heading":"(e) a list of the design services that the designer provides, or proposes to provide;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":56},{"sectionNumber":"(f) a statement, for each design service","sectionType":"section","heading":"(f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":57},{"sectionNumber":"(g) a statement of the responsibilities ","sectionType":"section","heading":"(g) a statement of the responsibilities and functions for each position;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":58},{"sectionNumber":"(h) a description of the arrangements ma","sectionType":"section","heading":"(h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":59},{"sectionNumber":"(i) a description of the arrangements ma","sectionType":"section","heading":"(i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":60},{"sectionNumber":"(j) a description of the designer’s reco","sectionType":"section","heading":"(j) a description of the designer’s record keeping system;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":61},{"sectionNumber":"(k) a statement detailing any agreement ","sectionType":"section","heading":"(k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":62},{"sectionNumber":"(l) a copy of the document that sets out","sectionType":"section","heading":"(l) a copy of the document that sets out the designer’s safety management system;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":63},{"sectionNumber":"(m) a description of the processes and d","sectionType":"section","heading":"(m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":64},{"sectionNumber":"(n) a description of the processes and d","sectionType":"section","heading":"(n) a description of the processes and documentation used to provide operational instructions to staff;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":65},{"sectionNumber":"(o) a description of the procedures to b","sectionType":"section","heading":"(o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":66},{"sectionNumber":"(oa) without affecting any other provisi","sectionType":"section","heading":"(oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":67},{"sectionNumber":"(i) a design for a type of terminal inst","sectionType":"section","heading":"(i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":68},{"sectionNumber":"(ii) the terms of paragraphs 6.1.3.3 and","sectionType":"section","heading":"(ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;","content":"###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.","sortOrder":69},{"sectionNumber":"(p) a description of the designer’s trai","sectionType":"section","heading":"(p) a description of the designer’s training and checking program;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":70},{"sectionNumber":"(q) a description of the procedures to b","sectionType":"section","heading":"(q) a description of the procedures to be used in commissioning new facilities, equipment and services;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":71},{"sectionNumber":"(r) a description of the standards, rule","sectionType":"section","heading":"(r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;","content":"##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.","sortOrder":72},{"sectionNumber":"(s) a description of the format(s) that ","sectionType":"section","heading":"(s) a description of the format(s) that will be used for the issue of completed designs for publication;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":73},{"sectionNumber":"(t) a description of the procedures to b","sectionType":"section","heading":"(t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":74},{"sectionNumber":"(u) the safety management system of the ","sectionType":"section","heading":"(u) the safety management system of the certified designer;","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":75},{"sectionNumber":"(v) a description of the procedures to b","sectionType":"section","heading":"(v) a description of the procedures to be used to conduct environmental assessments; and","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":76},{"sectionNumber":"(w) the procedures to be followed for re","sectionType":"section","heading":"(w) the procedures to be followed for revising the operations manual.","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":77},{"sectionNumber":"2.1.1.2 In this paragraph:","sectionType":"subdivision","heading":"2.1.1.2 In this paragraph:","content":"#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.","sortOrder":78},{"sectionNumber":"2.1.2 Authorised Designers","sectionType":"division","heading":"2.1.2 Authorised Designers","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":79},{"sectionNumber":"2.1.2.1 An authorised designer must incl","sectionType":"subdivision","heading":"2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":80},{"sectionNumber":"2.1.2.2 The Operations Manual must inclu","sectionType":"subdivision","heading":"2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","content":"# Chapter 2: Organisation\n\n## Section 2.1: Operations Manual\n\n### 2.1.1 Standards\n\n#### 2.1.1.1 A certified designer must prepare an Operations Manual which includes the following:\n\n##### (a) a table of contents based on the items in the manual, indicating the page number on which each item begins;\n\n##### (b) a description of the designer’s organisational structure and a statement setting out the functions that the designer performs, or proposes to perform under CASR Part 173;\n\n##### (c) a description of the chain of command established, or proposed to be established, by the designer and a statement of the duties and responsibilities of any supervisory positions within the organisational structure;\n\n##### (d) a statement showing how the designer determines the number of operational staff required including the number of operational supervisory staff;\n\n##### (e) a list of the design services that the designer provides, or proposes to provide;\n\n##### (f) a statement, for each design service, that identifies the location from where the service is provided, or proposed to be provided;\n\n##### (g) a statement of the responsibilities and functions for each position;\n\n##### (h) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to receive, the information necessary for providing the service;\n\n##### (i) a description of the arrangements made or proposed to be made by the designer to ensure that it has, and will continue to be able to provide, information in connection with its design services to another person whose functions reasonably require that information;\n\n##### (j) a description of the designer’s record keeping system;\n\n##### (k) a statement detailing any agreement entered into by the designer in relation to the provision of a design service provided by another party;\n\n##### (l) a copy of the document that sets out the designer’s safety management system;\n\n##### (m) a description of the processes and documentation used to present to staff the relevant standards, rules and procedures contained in PANS‑OPS, this MOS, ICAO Doc 9905 if applicable, and any of the designer’s site-specific instructions for the provision of design services;\n\n##### (n) a description of the processes and documentation used to provide operational instructions to staff;\n\n##### (o) a description of the procedures to be followed to ensure all operational staff are familiar with any operational changes that have been issued since they last performed operational duties;\n\n##### (oa) without affecting any other provision of this MOS, a statement to the certified designer’s staff to the effect that:\n\n###### (i) a design for a type of terminal instrument flight procedure (TIFP) (other than one for use in a specialised helicopter operation or a ship’s pilot PinS operation) may only be completed and given for verification, validation or publication for a certified aerodrome or a registered aerodrome; and\n\n###### (ii) the terms of paragraphs 6.1.3.3 and 6.1.4.1A of this MOS must be followed as if they were part of the Operations Manual;\n\n> Note This statement in the Operations Manual is to complement regulation 139.030 of CASR 1998. This provides that, other than for a specialised helicopter operation, a person must not operate an aerodrome for which there is a type of TIFP unless the aerodrome is a certified aerodrome or a registered aerodrome. Designing may be commenced for an applicant for certification or registration of an aerodrome but, unless the aerodrome is actually certified or registered, the design may not be completed, or given for verification, validation or publication.\n\n##### (p) a description of the designer’s training and checking program;\n\n##### (q) a description of the procedures to be used in commissioning new facilities, equipment and services;\n\n##### (r) a description of the standards, rules and procedures to be used to ensure a procedure is published in accordance with the format and drafting conventions specified in a data product specification given to the designer under regulation 175.160 of CASR 1998;\n\n> Note: The term data product specification has the meaning given by the CASR Dictionary.\n\n##### (s) a description of the format(s) that will be used for the issue of completed designs for publication;\n\n##### (t) a description of the procedures to be used to ensure that all equipment, including software is operated in accordance with the manufacturer’s operating instructions and manuals;\n\n##### (u) the safety management system of the certified designer;\n\n##### (v) a description of the procedures to be used to conduct environmental assessments; and\n\n##### (w) the procedures to be followed for revising the operations manual.\n\n#### 2.1.1.2 In this paragraph:\n\nship’s pilot PinS operation means a helicopter operation to and from a point in-space (PinS) at or near a ship at sea for transferring the ship’s pilot to or from the ship.\n\n### 2.1.2 Authorised Designers\n\n#### 2.1.2.1 An authorised designer must include in an Operations Manual the procedures and practices which are followed in the application of its authorisation under CASR Part 173.\n\n#### 2.1.2.2 The Operations Manual must include those items listed in paragraph 2.1.1.1 that are relevant.","sortOrder":81},{"sectionNumber":"Chapter 3: Design Personnel","sectionType":"part","heading":"Chapter 3: Design Personnel","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":82},{"sectionNumber":"3.1","sectionType":"part","heading":"Certified Designers","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":83},{"sectionNumber":"3.1.1 Grades of Instrument Flight Proced","sectionType":"division","heading":"3.1.1 Grades of Instrument Flight Procedure Designer","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":84},{"sectionNumber":"3.1.1.1 The grades established under CAS","sectionType":"subdivision","heading":"3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":85},{"sectionNumber":"(a) Chief Designer;","sectionType":"section","heading":"(a) Chief Designer;","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":86},{"sectionNumber":"(b) Qualified Designer;","sectionType":"section","heading":"(b) Qualified Designer;","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":87},{"sectionNumber":"(c) Unqualified Designer.","sectionType":"section","heading":"(c) Unqualified Designer.","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":88},{"sectionNumber":"3.1.2 Chief Designer","sectionType":"division","heading":"3.1.2 Chief Designer","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":89},{"sectionNumber":"3.1.2.1 The minimum standard for the qua","sectionType":"subdivision","heading":"3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":90},{"sectionNumber":"(a) the qualification and experience req","sectionType":"section","heading":"(a) the qualification and experience requirements of a Qualified Designer;","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":91},{"sectionNumber":"(b) appropriate experience in the design","sectionType":"section","heading":"(b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":92},{"sectionNumber":"(c) satisfactory completion of an advanc","sectionType":"section","heading":"(c) satisfactory completion of an advanced course in PANS-OPS procedure design.","content":"##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.","sortOrder":93},{"sectionNumber":"3.1.2.2 The minimum standard of recent e","sectionType":"subdivision","heading":"3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":94},{"sectionNumber":"(a) relevant design experience within th","sectionType":"section","heading":"(a) relevant design experience within the previous one year; or","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":95},{"sectionNumber":"(b) satisfactory completion of an approv","sectionType":"section","heading":"(b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":96},{"sectionNumber":"3.1.3 Qualified Designer","sectionType":"division","heading":"3.1.3 Qualified Designer","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":97},{"sectionNumber":"3.1.3.1 The minimum standard for the qua","sectionType":"subdivision","heading":"3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":98},{"sectionNumber":"(a) satisfactory completion of an approv","sectionType":"section","heading":"(a) satisfactory completion of an approved PANS-OPS procedures design course; and","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":99},{"sectionNumber":"(b) satisfactory completion of a course ","sectionType":"section","heading":"(b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":100},{"sectionNumber":"(c) required minimum experience in accor","sectionType":"section","heading":"(c) required minimum experience in accordance with paragraph 3.1.6; and","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":101},{"sectionNumber":"(d) a written approval by the Chief Desi","sectionType":"section","heading":"(d) a written approval by the Chief Designer as specified in Section 3.4.","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":102},{"sectionNumber":"3.1.4 Unqualified Persons","sectionType":"division","heading":"3.1.4 Unqualified Persons","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":103},{"sectionNumber":"3.1.4.1 Personnel who are not qualified ","sectionType":"subdivision","heading":"3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":104},{"sectionNumber":"(a) design a procedure for which a Certi","sectionType":"section","heading":"(a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":105},{"sectionNumber":"(b) verify (check) a procedure for which","sectionType":"section","heading":"(b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":106},{"sectionNumber":"3.1.4.2 Direct supervision means supervi","sectionType":"subdivision","heading":"3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":107},{"sectionNumber":"3.1.5 Supervisors","sectionType":"division","heading":"3.1.5 Supervisors","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":108},{"sectionNumber":"3.1.5.1 The minimum standard for the qua","sectionType":"subdivision","heading":"3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":109},{"sectionNumber":"(a) Qualified Designer; and","sectionType":"section","heading":"(a) Qualified Designer; and","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":110},{"sectionNumber":"(b) substantial experience in the design","sectionType":"section","heading":"(b) substantial experience in the design of instrument flight procedures.","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":111},{"sectionNumber":"3.1.6 Minimum Experience","sectionType":"division","heading":"3.1.6 Minimum Experience","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":112},{"sectionNumber":"3.1.6.1 Minimum design experience is req","sectionType":"subdivision","heading":"3.1.6.1 Minimum design experience is required for each type of procedure to be designed.","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":113},{"sectionNumber":"3.1.6.2 The minimum experience required ","sectionType":"subdivision","heading":"3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":114},{"sectionNumber":"3.1.7 Recency","sectionType":"division","heading":"3.1.7 Recency","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":115},{"sectionNumber":"3.1.7.1 A person must not design (except","sectionType":"subdivision","heading":"3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","content":"# Chapter 3: Design Personnel\n\n## Section 3.1: Certified Designers\n\n### 3.1.1 Grades of Instrument Flight Procedure Designer\n\n#### 3.1.1.1 The grades established under CASR Part 173 for certified design organisations are:\n\n##### (a) Chief Designer;\n\n##### (b) Qualified Designer;\n\n##### (c) Unqualified Designer.\n\n### 3.1.2 Chief Designer\n\n#### 3.1.2.1 The minimum standard for the qualifications and experience of a Chief Designer is:\n\n##### (a) the qualification and experience requirements of a Qualified Designer;\n\n##### (b) appropriate experience in the design of the type of procedures to be designed under an Instrument Flight Procedure Design Certificate; and\n\n##### (c) satisfactory completion of an advanced course in PANS-OPS procedure design.\n\n> Note: For guidance on the experience requirements under (b) and (c) above, see AC 173-02.\n\n#### 3.1.2.2 The minimum standard of recent experience for appointment as a Chief Designer is:\n\n##### (a) relevant design experience within the previous one year; or\n\n##### (b) satisfactory completion of an approved PANS-OPS procedures design course or an advanced course on PANS-OPS procedure design within the previous two years.\n\n### 3.1.3 Qualified Designer\n\n#### 3.1.3.1 The minimum standard for the qualifications and experience of a Qualified Designer is:\n\n##### (a) satisfactory completion of an approved PANS-OPS procedures design course; and\n\n##### (b) satisfactory completion of a course of in-service training in procedures design as detailed in the designer’s operations manual; and\n\n##### (c) required minimum experience in accordance with paragraph 3.1.6; and\n\n##### (d) a written approval by the Chief Designer as specified in Section 3.4.\n\n### 3.1.4 Unqualified Persons\n\n#### 3.1.4.1 Personnel who are not qualified under paragraph 3.1.1 must not:\n\n##### (a) design a procedure for which a Certificate of Approval is required under CASR Part 173, except under direct supervision; or\n\n##### (b) verify (check) a procedure for which a Certificate of Approval is required under CASR Part 173.\n\n#### 3.1.4.2 Direct supervision means supervision by a qualified designer who is engaged on a full-time basis in the same premises.\n\n### 3.1.5 Supervisors\n\n#### 3.1.5.1 The minimum standard for the qualifications and experience of persons responsible for the supervision of other design staff is:\n\n##### (a) Qualified Designer; and\n\n##### (b) substantial experience in the design of instrument flight procedures.\n\n### 3.1.6 Minimum Experience\n\n#### 3.1.6.1 Minimum design experience is required for each type of procedure to be designed.\n\n#### 3.1.6.2 The minimum experience required is three designs, checked and approved by a Chief Designer, and completed within any six consecutive months.\n\n### 3.1.7 Recency\n\n#### 3.1.7.1 A person must not design (except under direct supervision) or verify a procedure, unless he/she has designed, checked or been directly involved in the detailed review of a procedure of the same type within the previous year.","sortOrder":116},{"sectionNumber":"3.2","sectionType":"part","heading":"Authorised Designers","content":"## Section 3.2: Authorised Designers\n\n### 3.2.1 Qualifications and Experience\n\n#### 3.2.1.1 The minimum standard for the qualifications and experience of persons holding a Procedure Design Authorisation or employed by the holder of a Procedure Design Authorisation to review and/or amend procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) satisfactory completion of an approved PANS-OPS course; and\n\n##### (b) design of three procedures of each type of procedure to be reviewed or amended, completed within any six consecutive months.\n\n#### The authorised designer shall include in the company operations manual, training and checking procedures to ensure that design personnel meet the minimum standards.\n\n#### 3.2.1.2 The minimum standard for the qualifications and experience of persons authorised to design off-shore helicopter procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) extensive experience as pilot-in-command of IFR operations to offshore structures; and\n\n##### (b) a demonstrated knowledge of, and experience in, the design of procedures in accordance with Section 8.6.\n\n#### 3.2.1.3 CASA must also consider the amount of additional practical experience that may be appropriate to an authorisation and the level of supervision that must be provided.","sortOrder":117},{"sectionNumber":"3.2.1 Qualifications and Experience","sectionType":"division","heading":"3.2.1 Qualifications and Experience","content":"## Section 3.2: Authorised Designers\n\n### 3.2.1 Qualifications and Experience\n\n#### 3.2.1.1 The minimum standard for the qualifications and experience of persons holding a Procedure Design Authorisation or employed by the holder of a Procedure Design Authorisation to review and/or amend procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) satisfactory completion of an approved PANS-OPS course; and\n\n##### (b) design of three procedures of each type of procedure to be reviewed or amended, completed within any six consecutive months.\n\n#### The authorised designer shall include in the company operations manual, training and checking procedures to ensure that design personnel meet the minimum standards.\n\n#### 3.2.1.2 The minimum standard for the qualifications and experience of persons authorised to design off-shore helicopter procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) extensive experience as pilot-in-command of IFR operations to offshore structures; and\n\n##### (b) a demonstrated knowledge of, and experience in, the design of procedures in accordance with Section 8.6.\n\n#### 3.2.1.3 CASA must also consider the amount of additional practical experience that may be appropriate to an authorisation and the level of supervision that must be provided.","sortOrder":118},{"sectionNumber":"3.2.1.1 The minimum standard for the qua","sectionType":"subdivision","heading":"3.2.1.1 The minimum standard for the qualifications and experience of persons holding a Procedure Design Authorisation or employed by the holder of a Procedure Design Authorisation to review and/or amend procedures in accordance with CASR Part 173 Subpart C is:","content":"## Section 3.2: Authorised Designers\n\n### 3.2.1 Qualifications and Experience\n\n#### 3.2.1.1 The minimum standard for the qualifications and experience of persons holding a Procedure Design Authorisation or employed by the holder of a Procedure Design Authorisation to review and/or amend procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) satisfactory completion of an approved PANS-OPS course; and\n\n##### (b) design of three procedures of each type of procedure to be reviewed or amended, completed within any six consecutive months.\n\n#### The authorised designer shall include in the company operations manual, training and checking procedures to ensure that design personnel meet the minimum standards.\n\n#### 3.2.1.2 The minimum standard for the qualifications and experience of persons authorised to design off-shore helicopter procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) extensive experience as pilot-in-command of IFR operations to offshore structures; and\n\n##### (b) a demonstrated knowledge of, and experience in, the design of procedures in accordance with Section 8.6.\n\n#### 3.2.1.3 CASA must also consider the amount of additional practical experience that may be appropriate to an authorisation and the level of supervision that must be provided.","sortOrder":119},{"sectionNumber":"(b) design of three procedures of each t","sectionType":"section","heading":"(b) design of three procedures of each type of procedure to be reviewed or amended, completed within any six consecutive months.","content":"##### (b) design of three procedures of each type of procedure to be reviewed or amended, completed within any six consecutive months.\n\n#### The authorised designer shall include in the company operations manual, training and checking procedures to ensure that design personnel meet the minimum standards.","sortOrder":121},{"sectionNumber":"3.2.1.2 The minimum standard for the qua","sectionType":"subdivision","heading":"3.2.1.2 The minimum standard for the qualifications and experience of persons authorised to design off-shore helicopter procedures in accordance with CASR Part 173 Subpart C is:","content":"## Section 3.2: Authorised Designers\n\n### 3.2.1 Qualifications and Experience\n\n#### 3.2.1.1 The minimum standard for the qualifications and experience of persons holding a Procedure Design Authorisation or employed by the holder of a Procedure Design Authorisation to review and/or amend procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) satisfactory completion of an approved PANS-OPS course; and\n\n##### (b) design of three procedures of each type of procedure to be reviewed or amended, completed within any six consecutive months.\n\n#### The authorised designer shall include in the company operations manual, training and checking procedures to ensure that design personnel meet the minimum standards.\n\n#### 3.2.1.2 The minimum standard for the qualifications and experience of persons authorised to design off-shore helicopter procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) extensive experience as pilot-in-command of IFR operations to offshore structures; and\n\n##### (b) a demonstrated knowledge of, and experience in, the design of procedures in accordance with Section 8.6.\n\n#### 3.2.1.3 CASA must also consider the amount of additional practical experience that may be appropriate to an authorisation and the level of supervision that must be provided.","sortOrder":122},{"sectionNumber":"(a) extensive experience as pilot-in-com","sectionType":"section","heading":"(a) extensive experience as pilot-in-command of IFR operations to offshore structures; and","content":"## Section 3.2: Authorised Designers\n\n### 3.2.1 Qualifications and Experience\n\n#### 3.2.1.1 The minimum standard for the qualifications and experience of persons holding a Procedure Design Authorisation or employed by the holder of a Procedure Design Authorisation to review and/or amend procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) satisfactory completion of an approved PANS-OPS course; and\n\n##### (b) design of three procedures of each type of procedure to be reviewed or amended, completed within any six consecutive months.\n\n#### The authorised designer shall include in the company operations manual, training and checking procedures to ensure that design personnel meet the minimum standards.\n\n#### 3.2.1.2 The minimum standard for the qualifications and experience of persons authorised to design off-shore helicopter procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) extensive experience as pilot-in-command of IFR operations to offshore structures; and\n\n##### (b) a demonstrated knowledge of, and experience in, the design of procedures in accordance with Section 8.6.\n\n#### 3.2.1.3 CASA must also consider the amount of additional practical experience that may be appropriate to an authorisation and the level of supervision that must be provided.","sortOrder":123},{"sectionNumber":"(b) a demonstrated knowledge of, and exp","sectionType":"section","heading":"(b) a demonstrated knowledge of, and experience in, the design of procedures in accordance with Section 8.6.","content":"## Section 3.2: Authorised Designers\n\n### 3.2.1 Qualifications and Experience\n\n#### 3.2.1.1 The minimum standard for the qualifications and experience of persons holding a Procedure Design Authorisation or employed by the holder of a Procedure Design Authorisation to review and/or amend procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) satisfactory completion of an approved PANS-OPS course; and\n\n##### (b) design of three procedures of each type of procedure to be reviewed or amended, completed within any six consecutive months.\n\n#### The authorised designer shall include in the company operations manual, training and checking procedures to ensure that design personnel meet the minimum standards.\n\n#### 3.2.1.2 The minimum standard for the qualifications and experience of persons authorised to design off-shore helicopter procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) extensive experience as pilot-in-command of IFR operations to offshore structures; and\n\n##### (b) a demonstrated knowledge of, and experience in, the design of procedures in accordance with Section 8.6.\n\n#### 3.2.1.3 CASA must also consider the amount of additional practical experience that may be appropriate to an authorisation and the level of supervision that must be provided.","sortOrder":124},{"sectionNumber":"3.2.1.3 CASA must also consider the amou","sectionType":"subdivision","heading":"3.2.1.3 CASA must also consider the amount of additional practical experience that may be appropriate to an authorisation and the level of supervision that must be provided.","content":"## Section 3.2: Authorised Designers\n\n### 3.2.1 Qualifications and Experience\n\n#### 3.2.1.1 The minimum standard for the qualifications and experience of persons holding a Procedure Design Authorisation or employed by the holder of a Procedure Design Authorisation to review and/or amend procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) satisfactory completion of an approved PANS-OPS course; and\n\n##### (b) design of three procedures of each type of procedure to be reviewed or amended, completed within any six consecutive months.\n\n#### The authorised designer shall include in the company operations manual, training and checking procedures to ensure that design personnel meet the minimum standards.\n\n#### 3.2.1.2 The minimum standard for the qualifications and experience of persons authorised to design off-shore helicopter procedures in accordance with CASR Part 173 Subpart C is:\n\n##### (a) extensive experience as pilot-in-command of IFR operations to offshore structures; and\n\n##### (b) a demonstrated knowledge of, and experience in, the design of procedures in accordance with Section 8.6.\n\n#### 3.2.1.3 CASA must also consider the amount of additional practical experience that may be appropriate to an authorisation and the level of supervision that must be provided.","sortOrder":125},{"sectionNumber":"3.3","sectionType":"part","heading":"Approved Instrument Flight Procedure Design Courses","content":"## Section 3.3: Approved Instrument Flight Procedure Design Courses\n\n### 3.3.1 Approval of Courses\n\n#### 3.3.1.1 In determining whether a course will be considered as an approved course, the following will be taken into consideration:\n\n##### (a) an appropriate syllabus;\n\n##### (b) adequate duration;\n\n##### (c) appropriately qualified and experienced course lecturer(s);\n\n##### (d) the provider/institution.\n\n#### 3.3.1.2 Approval of a course may require on-site inspection and observation of the conduct of the course.\n\n#### 3.3.1.3 Where assessment required in paragraph 3.3.1.1 is not possible due to the lapse in time since the course was provided, CASA may consider a course to be approved if:\n\n##### (a) sufficient evidence exists that the course was completed satisfactorily; and\n\n##### (b) the course could reasonably have been expected to meet the minimum requirements of an approved course applicable at the time that it was completed; and\n\n##### (c) the applicant can provide evidence of additional training or practical experience which enable the applicant to satisfy the syllabus requirements of an approved course.","sortOrder":126},{"sectionNumber":"3.3.1 Approval of Courses","sectionType":"division","heading":"3.3.1 Approval of Courses","content":"## Section 3.3: Approved Instrument Flight Procedure Design Courses\n\n### 3.3.1 Approval of Courses\n\n#### 3.3.1.1 In determining whether a course will be considered as an approved course, the following will be taken into consideration:\n\n##### (a) an appropriate syllabus;\n\n##### (b) adequate duration;\n\n##### (c) appropriately qualified and experienced course lecturer(s);\n\n##### (d) the provider/institution.\n\n#### 3.3.1.2 Approval of a course may require on-site inspection and observation of the conduct of the course.\n\n#### 3.3.1.3 Where assessment required in paragraph 3.3.1.1 is not possible due to the lapse in time since the course was provided, CASA may consider a course to be approved if:\n\n##### (a) sufficient evidence exists that the course was completed satisfactorily; and\n\n##### (b) the course could reasonably have been expected to meet the minimum requirements of an approved course applicable at the time that it was completed; and\n\n##### (c) the applicant can provide evidence of additional training or practical experience which enable the applicant to satisfy the syllabus requirements of an approved course.","sortOrder":127},{"sectionNumber":"3.3.1.1 In determining whether a course ","sectionType":"subdivision","heading":"3.3.1.1 In determining whether a course will be considered as an approved course, the following will be taken into consideration:","content":"## Section 3.3: Approved Instrument Flight Procedure Design Courses\n\n### 3.3.1 Approval of Courses\n\n#### 3.3.1.1 In determining whether a course will be considered as an approved course, the following will be taken into consideration:\n\n##### (a) an appropriate syllabus;\n\n##### (b) adequate duration;\n\n##### (c) appropriately qualified and experienced course lecturer(s);\n\n##### (d) the provider/institution.\n\n#### 3.3.1.2 Approval of a course may require on-site inspection and observation of the conduct of the course.\n\n#### 3.3.1.3 Where assessment required in paragraph 3.3.1.1 is not possible due to the lapse in time since the course was provided, CASA may consider a course to be approved if:\n\n##### (a) sufficient evidence exists that the course was completed satisfactorily; and\n\n##### (b) the course could reasonably have been expected to meet the minimum requirements of an approved course applicable at the time that it was completed; and\n\n##### (c) the applicant can provide evidence of additional training or practical experience which enable the applicant to satisfy the syllabus requirements of an approved course.","sortOrder":128},{"sectionNumber":"(a) an appropriate syllabus;","sectionType":"section","heading":"(a) an appropriate syllabus;","content":"## Section 3.3: Approved Instrument Flight Procedure Design Courses\n\n### 3.3.1 Approval of Courses\n\n#### 3.3.1.1 In determining whether a course will be considered as an approved course, the following will be taken into consideration:\n\n##### (a) an appropriate syllabus;\n\n##### (b) adequate duration;\n\n##### (c) appropriately qualified and experienced course lecturer(s);\n\n##### (d) the provider/institution.\n\n#### 3.3.1.2 Approval of a course may require on-site inspection and observation of the conduct of the course.\n\n#### 3.3.1.3 Where assessment required in paragraph 3.3.1.1 is not possible due to the lapse in time since the course was provided, CASA may consider a course to be approved if:\n\n##### (a) sufficient evidence exists that the course was completed satisfactorily; and\n\n##### (b) the course could reasonably have been expected to meet the minimum requirements of an approved course applicable at the time that it was completed; and\n\n##### (c) the applicant can provide evidence of additional training or practical experience which enable the applicant to satisfy the syllabus requirements of an approved course.","sortOrder":129},{"sectionNumber":"(b) adequate duration;","sectionType":"section","heading":"(b) adequate duration;","content":"## Section 3.3: Approved Instrument Flight Procedure Design Courses\n\n### 3.3.1 Approval of Courses\n\n#### 3.3.1.1 In determining whether a course will be considered as an approved course, the following will be taken into consideration:\n\n##### (a) an appropriate syllabus;\n\n##### (b) adequate duration;\n\n##### (c) appropriately qualified and experienced course lecturer(s);\n\n##### (d) the provider/institution.\n\n#### 3.3.1.2 Approval of a course may require on-site inspection and observation of the conduct of the course.\n\n#### 3.3.1.3 Where assessment required in paragraph 3.3.1.1 is not possible due to the lapse in time since the course was provided, CASA may consider a course to be approved if:\n\n##### (a) sufficient evidence exists that the course was completed satisfactorily; and\n\n##### (b) the course could reasonably have been expected to meet the minimum requirements of an approved course applicable at the time that it was completed; and\n\n##### (c) the applicant can provide evidence of additional training or practical experience which enable the applicant to satisfy the syllabus requirements of an approved course.","sortOrder":130},{"sectionNumber":"(c) appropriately qualified and experien","sectionType":"section","heading":"(c) appropriately qualified and experienced course lecturer(s);","content":"## Section 3.3: Approved Instrument Flight Procedure Design Courses\n\n### 3.3.1 Approval of Courses\n\n#### 3.3.1.1 In determining whether a course will be considered as an approved course, the following will be taken into consideration:\n\n##### (a) an appropriate syllabus;\n\n##### (b) adequate duration;\n\n##### (c) appropriately qualified and experienced course lecturer(s);\n\n##### (d) the provider/institution.\n\n#### 3.3.1.2 Approval of a course may require on-site inspection and observation of the conduct of the course.\n\n#### 3.3.1.3 Where assessment required in paragraph 3.3.1.1 is not possible due to the lapse in time since the course was provided, CASA may consider a course to be approved if:\n\n##### (a) sufficient evidence exists that the course was completed satisfactorily; and\n\n##### (b) the course could reasonably have been expected to meet the minimum requirements of an approved course applicable at the time that it was completed; and\n\n##### (c) the applicant can provide evidence of additional training or practical experience which enable the applicant to satisfy the syllabus requirements of an approved course.","sortOrder":131},{"sectionNumber":"(d) the provider/institution.","sectionType":"section","heading":"(d) the provider/institution.","content":"## Section 3.3: Approved Instrument Flight Procedure Design Courses\n\n### 3.3.1 Approval of Courses\n\n#### 3.3.1.1 In determining whether a course will be considered as an approved course, the following will be taken into consideration:\n\n##### (a) an appropriate syllabus;\n\n##### (b) adequate duration;\n\n##### (c) appropriately qualified and experienced course lecturer(s);\n\n##### (d) the provider/institution.\n\n#### 3.3.1.2 Approval of a course may require on-site inspection and observation of the conduct of the course.\n\n#### 3.3.1.3 Where assessment required in paragraph 3.3.1.1 is not possible due to the lapse in time since the course was provided, CASA may consider a course to be approved if:\n\n##### (a) sufficient evidence exists that the course was completed satisfactorily; and\n\n##### (b) the course could reasonably have been expected to meet the minimum requirements of an approved course applicable at the time that it was completed; and\n\n##### (c) the applicant can provide evidence of additional training or practical experience which enable the applicant to satisfy the syllabus requirements of an approved course.","sortOrder":132},{"sectionNumber":"3.3.1.2 Approval of a course may require","sectionType":"subdivision","heading":"3.3.1.2 Approval of a course may require on-site inspection and observation of the conduct of the course.","content":"## Section 3.3: Approved Instrument Flight Procedure Design Courses\n\n### 3.3.1 Approval of Courses\n\n#### 3.3.1.1 In determining whether a course will be considered as an approved course, the following will be taken into consideration:\n\n##### (a) an appropriate syllabus;\n\n##### (b) adequate duration;\n\n##### (c) appropriately qualified and experienced course lecturer(s);\n\n##### (d) the provider/institution.\n\n#### 3.3.1.2 Approval of a course may require on-site inspection and observation of the conduct of the course.\n\n#### 3.3.1.3 Where assessment required in paragraph 3.3.1.1 is not possible due to the lapse in time since the course was provided, CASA may consider a course to be approved if:\n\n##### (a) sufficient evidence exists that the course was completed satisfactorily; and\n\n##### (b) the course could reasonably have been expected to meet the minimum requirements of an approved course applicable at the time that it was completed; and\n\n##### (c) the applicant can provide evidence of additional training or practical experience which enable the applicant to satisfy the syllabus requirements of an approved course.","sortOrder":133},{"sectionNumber":"3.3.1.3 Where assessment required in par","sectionType":"subdivision","heading":"3.3.1.3 Where assessment required in paragraph 3.3.1.1 is not possible due to the lapse in time since the course was provided, CASA may consider a course to be approved if:","content":"## Section 3.3: Approved Instrument Flight Procedure Design Courses\n\n### 3.3.1 Approval of Courses\n\n#### 3.3.1.1 In determining whether a course will be considered as an approved course, the following will be taken into consideration:\n\n##### (a) an appropriate syllabus;\n\n##### (b) adequate duration;\n\n##### (c) appropriately qualified and experienced course lecturer(s);\n\n##### (d) the provider/institution.\n\n#### 3.3.1.2 Approval of a course may require on-site inspection and observation of the conduct of the course.\n\n#### 3.3.1.3 Where assessment required in paragraph 3.3.1.1 is not possible due to the lapse in time since the course was provided, CASA may consider a course to be approved if:\n\n##### (a) sufficient evidence exists that the course was completed satisfactorily; and\n\n##### (b) the course could reasonably have been expected to meet the minimum requirements of an approved course applicable at the time that it was completed; and\n\n##### (c) the applicant can provide evidence of additional training or practical experience which enable the applicant to satisfy the syllabus requirements of an approved course.","sortOrder":134},{"sectionNumber":"(a) sufficient evidence exists that the ","sectionType":"section","heading":"(a) sufficient evidence exists that the course was completed satisfactorily; and","content":"## Section 3.3: Approved Instrument Flight Procedure Design Courses\n\n### 3.3.1 Approval of Courses\n\n#### 3.3.1.1 In determining whether a course will be considered as an approved course, the following will be taken into consideration:\n\n##### (a) an appropriate syllabus;\n\n##### (b) adequate duration;\n\n##### (c) appropriately qualified and experienced course lecturer(s);\n\n##### (d) the provider/institution.\n\n#### 3.3.1.2 Approval of a course may require on-site inspection and observation of the conduct of the course.\n\n#### 3.3.1.3 Where assessment required in paragraph 3.3.1.1 is not possible due to the lapse in time since the course was provided, CASA may consider a course to be approved if:\n\n##### (a) sufficient evidence exists that the course was completed satisfactorily; and\n\n##### (b) the course could reasonably have been expected to meet the minimum requirements of an approved course applicable at the time that it was completed; and\n\n##### (c) the applicant can provide evidence of additional training or practical experience which enable the applicant to satisfy the syllabus requirements of an approved course.","sortOrder":135},{"sectionNumber":"(b) the course could reasonably have bee","sectionType":"section","heading":"(b) the course could reasonably have been expected to meet the minimum requirements of an approved course applicable at the time that it was completed; and","content":"## Section 3.3: Approved Instrument Flight Procedure Design Courses\n\n### 3.3.1 Approval of Courses\n\n#### 3.3.1.1 In determining whether a course will be considered as an approved course, the following will be taken into consideration:\n\n##### (a) an appropriate syllabus;\n\n##### (b) adequate duration;\n\n##### (c) appropriately qualified and experienced course lecturer(s);\n\n##### (d) the provider/institution.\n\n#### 3.3.1.2 Approval of a course may require on-site inspection and observation of the conduct of the course.\n\n#### 3.3.1.3 Where assessment required in paragraph 3.3.1.1 is not possible due to the lapse in time since the course was provided, CASA may consider a course to be approved if:\n\n##### (a) sufficient evidence exists that the course was completed satisfactorily; and\n\n##### (b) the course could reasonably have been expected to meet the minimum requirements of an approved course applicable at the time that it was completed; and\n\n##### (c) the applicant can provide evidence of additional training or practical experience which enable the applicant to satisfy the syllabus requirements of an approved course.","sortOrder":136},{"sectionNumber":"(c) the applicant can provide evidence o","sectionType":"section","heading":"(c) the applicant can provide evidence of additional training or practical experience which enable the applicant to satisfy the syllabus requirements of an approved course.","content":"## Section 3.3: Approved Instrument Flight Procedure Design Courses\n\n### 3.3.1 Approval of Courses\n\n#### 3.3.1.1 In determining whether a course will be considered as an approved course, the following will be taken into consideration:\n\n##### (a) an appropriate syllabus;\n\n##### (b) adequate duration;\n\n##### (c) appropriately qualified and experienced course lecturer(s);\n\n##### (d) the provider/institution.\n\n#### 3.3.1.2 Approval of a course may require on-site inspection and observation of the conduct of the course.\n\n#### 3.3.1.3 Where assessment required in paragraph 3.3.1.1 is not possible due to the lapse in time since the course was provided, CASA may consider a course to be approved if:\n\n##### (a) sufficient evidence exists that the course was completed satisfactorily; and\n\n##### (b) the course could reasonably have been expected to meet the minimum requirements of an approved course applicable at the time that it was completed; and\n\n##### (c) the applicant can provide evidence of additional training or practical experience which enable the applicant to satisfy the syllabus requirements of an approved course.","sortOrder":137},{"sectionNumber":"3.4","sectionType":"part","heading":"Administration","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":138},{"sectionNumber":"3.4.1 Staff Records","sectionType":"division","heading":"3.4.1 Staff Records","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":139},{"sectionNumber":"3.4.1.1 The Chief Designer shall maintai","sectionType":"subdivision","heading":"3.4.1.1 The Chief Designer shall maintain a register of:","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":140},{"sectionNumber":"(a) personnel qualifications and courses","sectionType":"section","heading":"(a) personnel qualifications and courses attended;","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":141},{"sectionNumber":"(b) staff training;","sectionType":"section","heading":"(b) staff training;","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":142},{"sectionNumber":"(c) proficiency checks conducted;","sectionType":"section","heading":"(c) proficiency checks conducted;","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":143},{"sectionNumber":"(d) staff approvals;","sectionType":"section","heading":"(d) staff approvals;","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":144},{"sectionNumber":"(e) staff recency.","sectionType":"section","heading":"(e) staff recency.","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":145},{"sectionNumber":"3.4.2 Approvals","sectionType":"division","heading":"3.4.2 Approvals","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":146},{"sectionNumber":"3.4.2.1 The Chief Designer shall provide","sectionType":"subdivision","heading":"3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":147},{"sectionNumber":"(a) that the person is a Qualified Desig","sectionType":"section","heading":"(a) that the person is a Qualified Designer; and","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":148},{"sectionNumber":"(b) the types of procedure that the pers","sectionType":"section","heading":"(b) the types of procedure that the person is approved to design; and","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":149},{"sectionNumber":"(c) any limitations or supervision requi","sectionType":"section","heading":"(c) any limitations or supervision requirements that apply; and","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":150},{"sectionNumber":"(d) any approval to supervise other desi","sectionType":"section","heading":"(d) any approval to supervise other design staff.","content":"## Section 3.4: Administration\n\n### 3.4.1 Staff Records\n\n#### 3.4.1.1 The Chief Designer shall maintain a register of:\n\n##### (a) personnel qualifications and courses attended;\n\n##### (b) staff training;\n\n##### (c) proficiency checks conducted;\n\n##### (d) staff approvals;\n\n##### (e) staff recency.\n\n### 3.4.2 Approvals\n\n#### 3.4.2.1 The Chief Designer shall provide each staff member engaged in instrument flight procedure design as a Qualified Designer with a written statement specifying:\n\n##### (a) that the person is a Qualified Designer; and\n\n##### (b) the types of procedure that the person is approved to design; and\n\n##### (c) any limitations or supervision requirements that apply; and\n\n##### (d) any approval to supervise other design staff.","sortOrder":151},{"sectionNumber":"Chapter 4: Documentation and Reference M","sectionType":"part","heading":"Chapter 4: Documentation and Reference Material","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":152},{"sectionNumber":"4.1","sectionType":"part","heading":"General","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":153},{"sectionNumber":"4.1.1 Reference Material","sectionType":"division","heading":"4.1.1 Reference Material","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":154},{"sectionNumber":"4.1.1.1 The following documents, as appl","sectionType":"subdivision","heading":"4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":155},{"sectionNumber":"(a) CASA Manual of Standards (MOS) Part ","sectionType":"section","heading":"(a) CASA Manual of Standards (MOS) Part 173;","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":156},{"sectionNumber":"(b) ICAO Procedures for Air Navigation —","sectionType":"section","heading":"(b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":157},{"sectionNumber":"(c) ICAO Instrument Flight Procedures Co","sectionType":"section","heading":"(c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":158},{"sectionNumber":"(d) ICAO Template Manual for Holding, Re","sectionType":"section","heading":"(d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":159},{"sectionNumber":"(e) ICAO Required Navigation Performance","sectionType":"section","heading":"(e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":160},{"sectionNumber":"(f) ICAO Quality Assurance Manual for Fl","sectionType":"section","heading":"(f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":161},{"sectionNumber":"(g) ICAO Quality Assurance Manual for Fl","sectionType":"section","heading":"(g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":162},{"sectionNumber":"(h) ICAO Quality Assurance Manual for Fl","sectionType":"section","heading":"(h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":163},{"sectionNumber":"(i) ICAO Quality Assurance Manual for Fl","sectionType":"section","heading":"(i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":164},{"sectionNumber":"(j) ICAO Performance Based Navigation (P","sectionType":"section","heading":"(j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":165},{"sectionNumber":"4.1.2 Document and Record Control System","sectionType":"division","heading":"4.1.2 Document and Record Control System","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":166},{"sectionNumber":"4.1.2.1 Document and data control proces","sectionType":"subdivision","heading":"4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":167},{"sectionNumber":"4.1.2.2 These processes must ensure that","sectionType":"subdivision","heading":"4.1.2.2 These processes must ensure that:","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":168},{"sectionNumber":"(a) documents are authorised by the Chie","sectionType":"section","heading":"(a) documents are authorised by the Chief Designer or a designated person;","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":169},{"sectionNumber":"(b) the currency of documentation can be","sectionType":"section","heading":"(b) the currency of documentation can be readily determined;","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":170},{"sectionNumber":"(c) documents are available at locations","sectionType":"section","heading":"(c) documents are available at locations where needed by staff;","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":171},{"sectionNumber":"(d) only current versions of documents a","sectionType":"section","heading":"(d) only current versions of documents are available;","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":172},{"sectionNumber":"(e) A master copy of all documentation i","sectionType":"section","heading":"(e) A master copy of all documentation is securely held; and","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":173},{"sectionNumber":"(f) all documents that are related to an","sectionType":"section","heading":"(f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":174},{"sectionNumber":"4.1.3 Records","sectionType":"division","heading":"4.1.3 Records","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":175},{"sectionNumber":"4.1.3.1 A certified or authorised design","sectionType":"subdivision","heading":"4.1.3.1 A certified or authorised designer must maintain the following records:","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":176},{"sectionNumber":"(a) all certificates, correspondence, da","sectionType":"section","heading":"(a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":177},{"sectionNumber":"(b) staff records (see paragraph 3.4.1).","sectionType":"section","heading":"(b) staff records (see paragraph 3.4.1).","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":178},{"sectionNumber":"4.1.3.2 Records must be made available f","sectionType":"subdivision","heading":"4.1.3.2 Records must be made available for audit by CASA.","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":179},{"sectionNumber":"4.1.3.3 Records relating to procedure de","sectionType":"subdivision","heading":"4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":180},{"sectionNumber":"4.1.3.4 Staff records must be retained d","sectionType":"subdivision","heading":"4.1.3.4 Staff records must be retained during the time that staff are employed.","content":"# Chapter 4: Documentation and Reference Material\n\n## Section 4.1: General\n\n### 4.1.1 Reference Material\n\n#### 4.1.1.1 The following documents, as applicable, are required for the design of instrument flight procedures and management of the design process:\n\n##### (a) CASA Manual of Standards (MOS) Part 173;\n\n##### (b) ICAO Procedures for Air Navigation — Air Operations, Doc 8168‑OPS/611, Volume II — Construction of Visual and Instrument Flight Procedures;\n\n##### (c) ICAO Instrument Flight Procedures Construction Manual, Doc 9368‑AN/911;\n\n##### (d) ICAO Template Manual for Holding, Reversal and Racetrack Procedures, Doc 9371‑AN/912/2;\n\n##### (e) ICAO Required Navigation Performance Authorization Required Procedure Design Manual, Doc 9905‑AN/471;\n\n##### (f) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 1 — Flight Procedures Design Quality Assurance System;\n\n##### (g) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 2 — Flight Procedure Designer Training (Development of a Flight Procedures Designer Training Programme);\n\n##### (h) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906‑AN/472, Volume 3 — Flight Procedure Design Software Validation;\n\n##### (i) ICAO Quality Assurance Manual for Flight Procedures Design, Doc 9906, Volume 5 — Validation of Instrument Flight Procedures;\n\n##### (j) ICAO Performance Based Navigation (PBN) Manual, Doc 9613‑AN/937.\n\n### 4.1.2 Document and Record Control System\n\n#### 4.1.2.1 Document and data control processes are those that control the authorisation, publication, distribution, and amendment of all documentation issued or required by certified designers and authorised designers.\n\n#### 4.1.2.2 These processes must ensure that:\n\n##### (a) documents are authorised by the Chief Designer or a designated person;\n\n##### (b) the currency of documentation can be readily determined;\n\n##### (c) documents are available at locations where needed by staff;\n\n##### (d) only current versions of documents are available;\n\n##### (e) A master copy of all documentation is securely held; and\n\n##### (f) all documents that are related to and referenced in the Operations Manual are indexed in the Operations Manual.\n\n### 4.1.3 Records\n\n#### 4.1.3.1 A certified or authorised designer must maintain the following records:\n\n##### (a) all certificates, correspondence, data, calculations, worksheets, drawings, charts and other information pertaining to the design of a procedure;\n\n##### (b) staff records (see paragraph 3.4.1).\n\n#### 4.1.3.2 Records must be made available for audit by CASA.\n\n#### 4.1.3.3 Records relating to procedure designs must be retained for the period that a procedure is available for use and for a period of two years after a procedure ceases to be available or is withdrawn.\n\n#### 4.1.3.4 Staff records must be retained during the time that staff are employed.","sortOrder":181},{"sectionNumber":"Chapter 5: Safety Management System","sectionType":"part","heading":"Chapter 5: Safety Management System","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":182},{"sectionNumber":"5.1","sectionType":"part","heading":"General","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":183},{"sectionNumber":"5.1.1 Requirement","sectionType":"division","heading":"5.1.1 Requirement","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":184},{"sectionNumber":"5.1.1.1 A certified designer must establ","sectionType":"subdivision","heading":"5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":185},{"sectionNumber":"5.1.2 Safety Management System—Standards","sectionType":"division","heading":"5.1.2 Safety Management System—Standards","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":186},{"sectionNumber":"5.1.2.1 A Safety Management System must ","sectionType":"subdivision","heading":"5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":187},{"sectionNumber":"5.1.2.2 A Safety Management System that ","sectionType":"subdivision","heading":"5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":188},{"sectionNumber":"5.1.2.3 The Safety Management System mus","sectionType":"subdivision","heading":"5.1.2.3 The Safety Management System must:","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":189},{"sectionNumber":"(a) be a comprehensive and valid stateme","sectionType":"section","heading":"(a) be a comprehensive and valid statement of the safety situation that applies in actual operations;","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":190},{"sectionNumber":"(b) define the organisation’s safety obj","sectionType":"section","heading":"(b) define the organisation’s safety objectives;","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":191},{"sectionNumber":"(c) present the safety situation in resp","sectionType":"section","heading":"(c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":192},{"sectionNumber":"(d) define the safety accountabilities o","sectionType":"section","heading":"(d) define the safety accountabilities of all personnel;","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":193},{"sectionNumber":"(e) be kept under review for effectivene","sectionType":"section","heading":"(e) be kept under review for effectiveness by all personnel;","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":194},{"sectionNumber":"(f) include arrangements to encourage st","sectionType":"section","heading":"(f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":195},{"sectionNumber":"(g) establish procedures for the communi","sectionType":"section","heading":"(g) establish procedures for the communication and processing of safety concerns within the organisation;","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":196},{"sectionNumber":"(h) define the interface arrangements be","sectionType":"section","heading":"(h) define the interface arrangements between internal groups of the organisation;","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":197},{"sectionNumber":"(i) be available to, and complied with, ","sectionType":"section","heading":"(i) be available to, and complied with, by all personnel of the organisation;","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":198},{"sectionNumber":"(j) contain a safety hazard/risk analysi","sectionType":"section","heading":"(j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":199},{"sectionNumber":"(k) include a quality management system ","sectionType":"section","heading":"(k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":200},{"sectionNumber":"(l) be documented in a manner that is re","sectionType":"section","heading":"(l) be documented in a manner that is readily available to all staff.","content":"# Chapter 5: Safety Management System\n\n## Section 5.1: General\n\n### 5.1.1 Requirement\n\n#### 5.1.1.1 A certified designer must establish and maintain a Safety Management System (SMS) in accordance with the following standards.\n\n### 5.1.2 Safety Management System—Standards\n\n#### 5.1.2.1 A Safety Management System must define the policies, processes, and practices for managing the safety of all procedure design work.\n\n#### 5.1.2.2 A Safety Management System that meets the following criteria is to be issued under the authority of the Chief Designer.\n\n#### 5.1.2.3 The Safety Management System must:\n\n##### (a) be a comprehensive and valid statement of the safety situation that applies in actual operations;\n\n##### (b) define the organisation’s safety objectives;\n\n##### (c) present the safety situation in respect to compliance with all relevant CASA, ICAO, internal, and other safety related standards;\n\n##### (d) define the safety accountabilities of all personnel;\n\n##### (e) be kept under review for effectiveness by all personnel;\n\n##### (f) include arrangements to encourage staff to identify safety hazards or concerns and suggest methods for enhancement of safety;\n\n##### (g) establish procedures for the communication and processing of safety concerns within the organisation;\n\n##### (h) define the interface arrangements between internal groups of the organisation;\n\n##### (i) be available to, and complied with, by all personnel of the organisation;\n\n##### (j) contain a safety hazard/risk analysis and risk control/mitigation assessment in accordance with an established methodology endorsed by CASA;\n\n##### (k) include a quality management system based on those elements of ISO 9001 relevant to instrument flight procedure design;\n\n##### (l) be documented in a manner that is readily available to all staff.","sortOrder":201},{"sectionNumber":"Chapter 6: Procedure Design Administrati","sectionType":"part","heading":"Chapter 6: Procedure Design Administration","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":202},{"sectionNumber":"6.1","sectionType":"part","heading":"General","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":203},{"sectionNumber":"6.1.1 Classification of Procedures","sectionType":"division","heading":"6.1.1 Classification of Procedures","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":204},{"sectionNumber":"6.1.1.1 Terminal Instrument Flight Proce","sectionType":"subdivision","heading":"6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":205},{"sectionNumber":"(a) Non-precision Approach (Ground-based","sectionType":"section","heading":"(a) Non-precision Approach (Ground-based);","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":206},{"sectionNumber":"(b) Non-precision Approach (RNP APCH);","sectionType":"section","heading":"(b) Non-precision Approach (RNP APCH);","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":207},{"sectionNumber":"(c) Precision Approach (Ground-based);","sectionType":"section","heading":"(c) Precision Approach (Ground-based);","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":208},{"sectionNumber":"(d) Precision Approach (GBAS);","sectionType":"section","heading":"(d) Precision Approach (GBAS);","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":209},{"sectionNumber":"(e) Approach with Vertical Guidance (APV","sectionType":"section","heading":"(e) Approach with Vertical Guidance (APV);","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":210},{"sectionNumber":"(ea) Required Navigation Performance Aut","sectionType":"section","heading":"(ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":211},{"sectionNumber":"(f) Departure;","sectionType":"section","heading":"(f) Departure;","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":212},{"sectionNumber":"(g) Helicopter (Off-shore) — Airborne Ra","sectionType":"section","heading":"(g) Helicopter (Off-shore) — Airborne Radar.","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":213},{"sectionNumber":"6.1.2 Validation","sectionType":"division","heading":"6.1.2 Validation","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":214},{"sectionNumber":"6.1.2.1 All designs, other than a design","sectionType":"subdivision","heading":"6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":215},{"sectionNumber":"6.1.2.2 On completion of a design, a cer","sectionType":"subdivision","heading":"6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.","content":"#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.","sortOrder":216},{"sectionNumber":"6.1.2.3 The application is to include a ","sectionType":"subdivision","heading":"6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":217},{"sectionNumber":"6.1.2.4 CASA shall arrange for a CASA of","sectionType":"subdivision","heading":"6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":218},{"sectionNumber":"6.1.2.5 The certified designer shall pro","sectionType":"subdivision","heading":"6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":219},{"sectionNumber":"6.1.2.6 The certified designer shall pro","sectionType":"subdivision","heading":"6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":220},{"sectionNumber":"6.1.3 Publication","sectionType":"division","heading":"6.1.3 Publication","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":221},{"sectionNumber":"6.1.3.1 Public Procedures. For a procedu","sectionType":"subdivision","heading":"6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":222},{"sectionNumber":"(a) A Certificate of Design signed by th","sectionType":"section","heading":"(a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":223},{"sectionNumber":"(b) A copy of the design in the format s","sectionType":"section","heading":"(b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":224},{"sectionNumber":"6.1.3.2 Other procedures. If a procedure","sectionType":"subdivision","heading":"6.1.3.2 Other procedures. If a procedure is:","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":225},{"sectionNumber":"(a) not to be published in the AIP; or","sectionType":"section","heading":"(a) not to be published in the AIP; or","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":226},{"sectionNumber":"(b) not an amended version of a publishe","sectionType":"section","heading":"(b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;","content":"##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:","sortOrder":227},{"sectionNumber":"(c) a copy of the design in the format s","sectionType":"section","heading":"(c) a copy of the design in the format specified in this MOS;","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":228},{"sectionNumber":"(d) except for an Off-shore Specialised ","sectionType":"section","heading":"(d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.","content":"##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.","sortOrder":229},{"sectionNumber":"6.1.3.3 Notice of withdrawal. A certifie","sectionType":"subdivision","heading":"6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":230},{"sectionNumber":"(a) who, for paragraph 6.1.3.1 or 6.1.3.","sectionType":"section","heading":"(a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":231},{"sectionNumber":"(b) who subsequently withdraws the TIFP ","sectionType":"section","heading":"(b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;","content":"##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.","sortOrder":232},{"sectionNumber":"6.1.3.4 NOTAM of withdrawal. As soon as ","sectionType":"subdivision","heading":"6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":233},{"sectionNumber":"6.1.4 Maintenance","sectionType":"division","heading":"6.1.4 Maintenance","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":234},{"sectionNumber":"6.1.4.1 Maintenance of a Terminal Instru","sectionType":"subdivision","heading":"6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":235},{"sectionNumber":"(a) general text and data amendments;","sectionType":"section","heading":"(a) general text and data amendments;","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":236},{"sectionNumber":"(b) redesign to conform with changes to ","sectionType":"section","heading":"(b) redesign to conform with changes to design standards;","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":237},{"sectionNumber":"(c) provision of advice regarding obstru","sectionType":"section","heading":"(c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":238},{"sectionNumber":"(d) redesign or amendment required as a ","sectionType":"section","heading":"(d) redesign or amendment required as a result of changes to critical obstacles;","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":239},{"sectionNumber":"(e) changes as directed by CASA;","sectionType":"section","heading":"(e) changes as directed by CASA;","content":"##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:","sortOrder":240},{"sectionNumber":"(a) withdrawal of the TIFP design for th","sectionType":"section","heading":"(a) withdrawal of the TIFP design for the aerodrome; and","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":241},{"sectionNumber":"(b) written notification to the aerodrom","sectionType":"section","heading":"(b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.","content":"##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.","sortOrder":242},{"sectionNumber":"6.1.4.2 At intervals not exceeding five ","sectionType":"subdivision","heading":"6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":243},{"sectionNumber":"6.1.5 Obstacle Clearance Advice to Aerod","sectionType":"division","heading":"6.1.5 Obstacle Clearance Advice to Aerodrome Operators","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":244},{"sectionNumber":"6.1.5.1 Prior to the effective publicati","sectionType":"subdivision","heading":"6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","content":"# Chapter 6: Procedure Design Administration\n\n## Section 6.1: General\n\n### 6.1.1 Classification of Procedures\n\n#### 6.1.1.1 Terminal Instrument Flight Procedures are classified as one of the following types:\n\n##### (a) Non-precision Approach (Ground-based);\n\n##### (b) Non-precision Approach (RNP APCH);\n\n##### (c) Precision Approach (Ground-based);\n\n##### (d) Precision Approach (GBAS);\n\n##### (e) Approach with Vertical Guidance (APV);\n\n##### (ea) Required Navigation Performance Authorization Required Approach (RNP AR APCH);\n\n##### (f) Departure;\n\n##### (g) Helicopter (Off-shore) — Airborne Radar.\n\n### 6.1.2 Validation\n\n#### 6.1.2.1 All designs, other than a design mentioned in paragraph 6.1.1.1 (g), must be validated in accordance with the Standards mentioned in Chapter 7.\n\n#### 6.1.2.2 On completion of a design, a certified designer must apply to CASA for flight validation.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.2.3 The application is to include a completed draft copy of the design procedure prepared for publication in accordance with a data product specification given to the designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.2.4 CASA shall arrange for a CASA officer who is a qualified validation pilot to conduct the flight validation.\n\n#### 6.1.2.5 The certified designer shall provide an aircraft of a type approved by the CASA officer conducting the flight validation.\n\n#### 6.1.2.6 The certified designer shall provide a qualified designer to be part of the validation crew.\n\n### 6.1.3 Publication\n\n#### 6.1.3.1 Public Procedures. For a procedure which is to be published in the AIP, the certified designer shall forward to the AIS:\n\n##### (a) A Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with CASR Part 173, and,\n\n##### (b) A copy of the design in the format specified in a data product specification given to the certified designer under regulation 175.160 of CASR 1998.\n\n#### 6.1.3.2 Other procedures. If a procedure is:\n\n##### (a) not to be published in the AIP; or\n\n##### (b) not an amended version of a published foreign State procedure where the amendments have been made by an authorised designer;\n\nthen, the certified designer, or authorised designer, must provide the following to CASA:\n\n##### (c) a copy of the design in the format specified in this MOS;\n\n##### (d) except for an Off-shore Specialised Helicopter Design — a Certificate of Design signed by the Chief Designer stating that the design has been completed in accordance with Part 173 of CASR 1998.\n\n> Note The address for applications is [anaa.corro@casa.gov.au](mailto:anaa.corro@casa.gov.au) or Air Navigation, Airspace and Aerodromes Manager, Civil Aviation Safety Authority, GPO Box 2005, Canberra, ACT 2601.\n\n#### 6.1.3.3 Notice of withdrawal. A certified designer or an authorised designer:\n\n##### (a) who, for paragraph 6.1.3.1 or 6.1.3.2, forwards to the AIS or CASA (as the case requires) a certificate of design, or a copy of a design, for a type of terminal instrument flight procedure (TIFP design); and\n\n##### (b) who subsequently withdraws the TIFP design in compliance with maintenance requirements under paragraph 6.1.4.1A;\n\nmust, as soon as possible after the withdrawal, give written notice to the AIS or CASA (as the case requires) that the TIFP design is withdrawn.\n\n#### 6.1.3.4 NOTAM of withdrawal. As soon as possible after receiving a notice mentioned in paragraph 6.1.3.3, the AIS or CASA (as the case requires) must ensure that a notice of the withdrawal of the TIFP design is published in the AIP or a NOTAM.\n\n### 6.1.4 Maintenance\n\n#### 6.1.4.1 Maintenance of a Terminal Instrument Flight Procedure includes:\n\n##### (a) general text and data amendments;\n\n##### (b) redesign to conform with changes to design standards;\n\n##### (c) provision of advice regarding obstructions in the vicinity of the aerodrome or procedure;\n\n##### (d) redesign or amendment required as a result of changes to critical obstacles;\n\n##### (e) changes as directed by CASA;\n\nbut excludes the periodic flight revalidation of procedures.\n\n6.1.4.1A Maintenance of a type of TIFP requires that, if written notification about an aerodrome is received from CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes, the following safety procedures must be followed:\n\n##### (a) withdrawal of the TIFP design for the aerodrome; and\n\n##### (b) written notification to the aerodrome operator that, in accordance with the maintenance requirements of this paragraph, the TIFP design has been withdrawn because the aerodrome was not a certified aerodrome or a registered aerodrome.\n\n> Note This procedure is to complement the obligation on CASA under paragraph 2.1.9A of the Manual of Standards (MOS) — Part 139 Aerodromes that where an aerodrome with a TIFP ceases (for whatever reason) to be certified and does not become registered, or ceases to be registered and does not become certified, CASA will take every reasonable step necessary to give written notification to the certified or authorised designer of the TIFP.\n\n#### 6.1.4.2 At intervals not exceeding five years, CASA shall conduct a flight re-validation of a procedure. On completion of a flight re-validation, CASA will advise the certified designer of any changes required.\n\n### 6.1.5 Obstacle Clearance Advice to Aerodrome Operators\n\n#### 6.1.5.1 Prior to the effective publication date of a procedure, the certified designer must forward to the aerodrome operator for which a procedure has been designed, diagrams and obstacle data sufficient to enable the aerodrome operator to fulfil obligations to report and monitor obstacles in the vicinity of an aerodrome as required under CASR Part 139.","sortOrder":245},{"sectionNumber":"6.2","sectionType":"part","heading":"Design Authorisations","content":"## Section 6.2: Design Authorisations\n\n### 6.2.1 General\n\n#### 6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.\n\n#### 6.2.1.2 Authorisations are required for persons engaged in:\n\n##### (a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and\n\n##### (b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).\n\n### 6.2.2 Content\n\n#### 6.2.2.1 A Design Authorisation shall contain the following:\n\n##### (a) the names of persons authorised; and\n\n##### (b) details of the work that those persons are authorised under CASR Part 173 to perform; and\n\n##### (c) the standards or design criteria to be used; and\n\n##### (d) any limitation or conditions that apply to the authorisation; and\n\n##### (e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","sortOrder":246},{"sectionNumber":"6.2.1 General","sectionType":"division","heading":"6.2.1 General","content":"## Section 6.2: Design Authorisations\n\n### 6.2.1 General\n\n#### 6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.\n\n#### 6.2.1.2 Authorisations are required for persons engaged in:\n\n##### (a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and\n\n##### (b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).\n\n### 6.2.2 Content\n\n#### 6.2.2.1 A Design Authorisation shall contain the following:\n\n##### (a) the names of persons authorised; and\n\n##### (b) details of the work that those persons are authorised under CASR Part 173 to perform; and\n\n##### (c) the standards or design criteria to be used; and\n\n##### (d) any limitation or conditions that apply to the authorisation; and\n\n##### (e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","sortOrder":247},{"sectionNumber":"6.2.1.1 This section details the standar","sectionType":"subdivision","heading":"6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.","content":"## Section 6.2: Design Authorisations\n\n### 6.2.1 General\n\n#### 6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.\n\n#### 6.2.1.2 Authorisations are required for persons engaged in:\n\n##### (a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and\n\n##### (b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).\n\n### 6.2.2 Content\n\n#### 6.2.2.1 A Design Authorisation shall contain the following:\n\n##### (a) the names of persons authorised; and\n\n##### (b) details of the work that those persons are authorised under CASR Part 173 to perform; and\n\n##### (c) the standards or design criteria to be used; and\n\n##### (d) any limitation or conditions that apply to the authorisation; and\n\n##### (e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","sortOrder":248},{"sectionNumber":"6.2.1.2 Authorisations are required for ","sectionType":"subdivision","heading":"6.2.1.2 Authorisations are required for persons engaged in:","content":"## Section 6.2: Design Authorisations\n\n### 6.2.1 General\n\n#### 6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.\n\n#### 6.2.1.2 Authorisations are required for persons engaged in:\n\n##### (a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and\n\n##### (b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).\n\n### 6.2.2 Content\n\n#### 6.2.2.1 A Design Authorisation shall contain the following:\n\n##### (a) the names of persons authorised; and\n\n##### (b) details of the work that those persons are authorised under CASR Part 173 to perform; and\n\n##### (c) the standards or design criteria to be used; and\n\n##### (d) any limitation or conditions that apply to the authorisation; and\n\n##### (e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","sortOrder":249},{"sectionNumber":"(a) the review and/or amendment of termi","sectionType":"section","heading":"(a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and","content":"## Section 6.2: Design Authorisations\n\n### 6.2.1 General\n\n#### 6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.\n\n#### 6.2.1.2 Authorisations are required for persons engaged in:\n\n##### (a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and\n\n##### (b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).\n\n### 6.2.2 Content\n\n#### 6.2.2.1 A Design Authorisation shall contain the following:\n\n##### (a) the names of persons authorised; and\n\n##### (b) details of the work that those persons are authorised under CASR Part 173 to perform; and\n\n##### (c) the standards or design criteria to be used; and\n\n##### (d) any limitation or conditions that apply to the authorisation; and\n\n##### (e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","sortOrder":250},{"sectionNumber":"(b) the design of a helicopter off-shore","sectionType":"section","heading":"(b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).","content":"## Section 6.2: Design Authorisations\n\n### 6.2.1 General\n\n#### 6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.\n\n#### 6.2.1.2 Authorisations are required for persons engaged in:\n\n##### (a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and\n\n##### (b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).\n\n### 6.2.2 Content\n\n#### 6.2.2.1 A Design Authorisation shall contain the following:\n\n##### (a) the names of persons authorised; and\n\n##### (b) details of the work that those persons are authorised under CASR Part 173 to perform; and\n\n##### (c) the standards or design criteria to be used; and\n\n##### (d) any limitation or conditions that apply to the authorisation; and\n\n##### (e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","sortOrder":251},{"sectionNumber":"6.2.2 Content","sectionType":"division","heading":"6.2.2 Content","content":"## Section 6.2: Design Authorisations\n\n### 6.2.1 General\n\n#### 6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.\n\n#### 6.2.1.2 Authorisations are required for persons engaged in:\n\n##### (a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and\n\n##### (b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).\n\n### 6.2.2 Content\n\n#### 6.2.2.1 A Design Authorisation shall contain the following:\n\n##### (a) the names of persons authorised; and\n\n##### (b) details of the work that those persons are authorised under CASR Part 173 to perform; and\n\n##### (c) the standards or design criteria to be used; and\n\n##### (d) any limitation or conditions that apply to the authorisation; and\n\n##### (e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","sortOrder":252},{"sectionNumber":"6.2.2.1 A Design Authorisation shall con","sectionType":"subdivision","heading":"6.2.2.1 A Design Authorisation shall contain the following:","content":"## Section 6.2: Design Authorisations\n\n### 6.2.1 General\n\n#### 6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.\n\n#### 6.2.1.2 Authorisations are required for persons engaged in:\n\n##### (a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and\n\n##### (b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).\n\n### 6.2.2 Content\n\n#### 6.2.2.1 A Design Authorisation shall contain the following:\n\n##### (a) the names of persons authorised; and\n\n##### (b) details of the work that those persons are authorised under CASR Part 173 to perform; and\n\n##### (c) the standards or design criteria to be used; and\n\n##### (d) any limitation or conditions that apply to the authorisation; and\n\n##### (e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","sortOrder":253},{"sectionNumber":"(a) the names of persons authorised; and","sectionType":"section","heading":"(a) the names of persons authorised; and","content":"## Section 6.2: Design Authorisations\n\n### 6.2.1 General\n\n#### 6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.\n\n#### 6.2.1.2 Authorisations are required for persons engaged in:\n\n##### (a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and\n\n##### (b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).\n\n### 6.2.2 Content\n\n#### 6.2.2.1 A Design Authorisation shall contain the following:\n\n##### (a) the names of persons authorised; and\n\n##### (b) details of the work that those persons are authorised under CASR Part 173 to perform; and\n\n##### (c) the standards or design criteria to be used; and\n\n##### (d) any limitation or conditions that apply to the authorisation; and\n\n##### (e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","sortOrder":254},{"sectionNumber":"(b) details of the work that those perso","sectionType":"section","heading":"(b) details of the work that those persons are authorised under CASR Part 173 to perform; and","content":"## Section 6.2: Design Authorisations\n\n### 6.2.1 General\n\n#### 6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.\n\n#### 6.2.1.2 Authorisations are required for persons engaged in:\n\n##### (a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and\n\n##### (b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).\n\n### 6.2.2 Content\n\n#### 6.2.2.1 A Design Authorisation shall contain the following:\n\n##### (a) the names of persons authorised; and\n\n##### (b) details of the work that those persons are authorised under CASR Part 173 to perform; and\n\n##### (c) the standards or design criteria to be used; and\n\n##### (d) any limitation or conditions that apply to the authorisation; and\n\n##### (e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","sortOrder":255},{"sectionNumber":"(c) the standards or design criteria to ","sectionType":"section","heading":"(c) the standards or design criteria to be used; and","content":"## Section 6.2: Design Authorisations\n\n### 6.2.1 General\n\n#### 6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.\n\n#### 6.2.1.2 Authorisations are required for persons engaged in:\n\n##### (a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and\n\n##### (b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).\n\n### 6.2.2 Content\n\n#### 6.2.2.1 A Design Authorisation shall contain the following:\n\n##### (a) the names of persons authorised; and\n\n##### (b) details of the work that those persons are authorised under CASR Part 173 to perform; and\n\n##### (c) the standards or design criteria to be used; and\n\n##### (d) any limitation or conditions that apply to the authorisation; and\n\n##### (e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","sortOrder":256},{"sectionNumber":"(d) any limitation or conditions that ap","sectionType":"section","heading":"(d) any limitation or conditions that apply to the authorisation; and","content":"## Section 6.2: Design Authorisations\n\n### 6.2.1 General\n\n#### 6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.\n\n#### 6.2.1.2 Authorisations are required for persons engaged in:\n\n##### (a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and\n\n##### (b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).\n\n### 6.2.2 Content\n\n#### 6.2.2.1 A Design Authorisation shall contain the following:\n\n##### (a) the names of persons authorised; and\n\n##### (b) details of the work that those persons are authorised under CASR Part 173 to perform; and\n\n##### (c) the standards or design criteria to be used; and\n\n##### (d) any limitation or conditions that apply to the authorisation; and\n\n##### (e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","sortOrder":257},{"sectionNumber":"(e) the procedures to be followed in the","sectionType":"section","heading":"(e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","content":"## Section 6.2: Design Authorisations\n\n### 6.2.1 General\n\n#### 6.2.1.1 This section details the standards that must be applied to the issue of a procedure design authorisation in accordance with CASR Part 173 Subpart C.\n\n#### 6.2.1.2 Authorisations are required for persons engaged in:\n\n##### (a) the review and/or amendment of terminal instrument flight procedures at aerodromes outside Australia in order to apply Australian standards to procedures promulgated by foreign States; and\n\n##### (b) the design of a helicopter off-shore TIFP in accordance with Section 8.6 (Helicopter off-shore procedures — airborne radar).\n\n### 6.2.2 Content\n\n#### 6.2.2.1 A Design Authorisation shall contain the following:\n\n##### (a) the names of persons authorised; and\n\n##### (b) details of the work that those persons are authorised under CASR Part 173 to perform; and\n\n##### (c) the standards or design criteria to be used; and\n\n##### (d) any limitation or conditions that apply to the authorisation; and\n\n##### (e) the procedures to be followed in the application of the authorisation and the incorporation of those procedures in company operations manuals or other appropriate documents.","sortOrder":258},{"sectionNumber":"Chapter 7: Flight Validation","sectionType":"part","heading":"Chapter 7: Flight Validation","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":259},{"sectionNumber":"7.1","sectionType":"part","heading":"General","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":260},{"sectionNumber":"7.1.1 Overview","sectionType":"division","heading":"7.1.1 Overview","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":261},{"sectionNumber":"7.1.1.1 Flight validation is required fo","sectionType":"subdivision","heading":"7.1.1.1 Flight validation is required for:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":262},{"sectionNumber":"(a) instrument approach procedures;","sectionType":"section","heading":"(a) instrument approach procedures;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":263},{"sectionNumber":"(b) revised instrument approach procedur","sectionType":"section","heading":"(b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":264},{"sectionNumber":"7.1.1.2 Validation of an instrument flig","sectionType":"subdivision","heading":"7.1.1.2 Validation of an instrument flight procedure comprises:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":265},{"sectionNumber":"(a) a review of the draft procedures fro","sectionType":"section","heading":"(a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":266},{"sectionNumber":"(b) a validation flight check.","sectionType":"section","heading":"(b) a validation flight check.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":267},{"sectionNumber":"7.1.1.3 The process of instrument approa","sectionType":"subdivision","heading":"7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":268},{"sectionNumber":"7.1.2 Maps and Charts","sectionType":"division","heading":"7.1.2 Maps and Charts","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":269},{"sectionNumber":"7.1.2.1 Validation flights must carry ma","sectionType":"subdivision","heading":"7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":270},{"sectionNumber":"(a) An appropriate topographical map of ","sectionType":"section","heading":"(a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":271},{"sectionNumber":"(i) final segment splay/s;","sectionType":"section","heading":"(i) final segment splay/s;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":272},{"sectionNumber":"(ii) missed approach segment splay/s;","sectionType":"section","heading":"(ii) missed approach segment splay/s;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":273},{"sectionNumber":"(iii) circling area for the appropriate ","sectionType":"section","heading":"(iii) circling area for the appropriate categories or category groups; and","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":274},{"sectionNumber":"(iv) controlling obstacles for each segm","sectionType":"section","heading":"(iv) controlling obstacles for each segment, MSA and holding pattern.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":275},{"sectionNumber":"7.1.3 Weather","sectionType":"division","heading":"7.1.3 Weather","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":276},{"sectionNumber":"7.1.3.1 Validation flights must be under","sectionType":"subdivision","heading":"7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":277},{"sectionNumber":"7.1.4 Responsibilities","sectionType":"division","heading":"7.1.4 Responsibilities","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":278},{"sectionNumber":"7.1.4.1 The Chief Designer is responsibl","sectionType":"subdivision","heading":"7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":279},{"sectionNumber":"7.1.4.2 The procedure design flight vali","sectionType":"subdivision","heading":"7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":280},{"sectionNumber":"7.1.5 Aircraft","sectionType":"division","heading":"7.1.5 Aircraft","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":281},{"sectionNumber":"7.1.5.1 The standard for the type of air","sectionType":"subdivision","heading":"7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":282},{"sectionNumber":"7.1.5.2 The aircraft must be of a config","sectionType":"subdivision","heading":"7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":283},{"sectionNumber":"7.1.5.3 The type of aircraft is to be ap","sectionType":"subdivision","heading":"7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":284},{"sectionNumber":"7.1.5.4 An aircraft flight simulator, ap","sectionType":"subdivision","heading":"7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":285},{"sectionNumber":"7.1.6 Crew","sectionType":"division","heading":"7.1.6 Crew","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":286},{"sectionNumber":"7.1.6.1 The minimum crew is a pilot and ","sectionType":"subdivision","heading":"7.1.6.1 The minimum crew is a pilot and a procedure designer.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":287},{"sectionNumber":"7.1.6.2 Only persons involved in the val","sectionType":"subdivision","heading":"7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":288},{"sectionNumber":"7.1.7 Conduct of Operations","sectionType":"division","heading":"7.1.7 Conduct of Operations","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":289},{"sectionNumber":"7.1.7.1 Judgment must be applied when pl","sectionType":"subdivision","heading":"7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":290},{"sectionNumber":"7.1.7.2 Crew responsibilities:","sectionType":"subdivision","heading":"7.1.7.2 Crew responsibilities:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":291},{"sectionNumber":"(a) the pilot must fly the aircraft;","sectionType":"section","heading":"(a) the pilot must fly the aircraft;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":292},{"sectionNumber":"(b) the procedure designer must:","sectionType":"section","heading":"(b) the procedure designer must:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":293},{"sectionNumber":"(i) visually navigate the aircraft; and","sectionType":"section","heading":"(i) visually navigate the aircraft; and","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":294},{"sectionNumber":"(ii) direct the pilot by providing track","sectionType":"section","heading":"(ii) direct the pilot by providing tracks and altitudes to fly; and","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":295},{"sectionNumber":"(iii) note any differences to the pre-de","sectionType":"section","heading":"(iii) note any differences to the pre-determined list of obstacles;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":296},{"sectionNumber":"(c) both crew members are responsible fo","sectionType":"section","heading":"(c) both crew members are responsible for lookout;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":297},{"sectionNumber":"(d) when flying the segments of the proc","sectionType":"section","heading":"(d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":298},{"sectionNumber":"(e) when checking individual obstacles, ","sectionType":"section","heading":"(e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":299},{"sectionNumber":"(f) during the validation process, gear ","sectionType":"section","heading":"(f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":300},{"sectionNumber":"7.1.8 Environment","sectionType":"division","heading":"7.1.8 Environment","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":301},{"sectionNumber":"7.1.8.1 Prior to conducting validation o","sectionType":"subdivision","heading":"7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":302},{"sectionNumber":"(a) discuss with the validation pilot an","sectionType":"section","heading":"(a) discuss with the validation pilot any options for reducing the environmental impact of the flight.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":303},{"sectionNumber":"(b) as appropriate, advise the aerodrome","sectionType":"section","heading":"(b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":304},{"sectionNumber":"(c) advise the CASA Public Relations off","sectionType":"section","heading":"(c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":305},{"sectionNumber":"7.1.9 Validation of the Procedure","sectionType":"division","heading":"7.1.9 Validation of the Procedure","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":306},{"sectionNumber":"7.1.9.1 The actual sequence of checks is","sectionType":"subdivision","heading":"7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":307},{"sectionNumber":"7.1.9.2 The specified altitude(s) for th","sectionType":"subdivision","heading":"7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":308},{"sectionNumber":"7.1.9.3 Each controlling obstacle and/or","sectionType":"subdivision","heading":"7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":309},{"sectionNumber":"7.1.10 25 and 10 NM Minimum Sector Altit","sectionType":"division","heading":"7.1.10 25 and 10 NM Minimum Sector Altitude","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":310},{"sectionNumber":"7.1.10.1 Each 25 NM sector, or the 25 NM","sectionType":"subdivision","heading":"7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":311},{"sectionNumber":"7.1.11 Terminal Arrival Altitude (TAA)","sectionType":"division","heading":"7.1.11 Terminal Arrival Altitude (TAA)","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":312},{"sectionNumber":"7.1.11.1 Each Terminal Arrival Altitude ","sectionType":"subdivision","heading":"7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.","content":"#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.","sortOrder":313},{"sectionNumber":"7.1.12 DME/GPS Arrival Procedures","sectionType":"division","heading":"7.1.12 DME/GPS Arrival Procedures","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":314},{"sectionNumber":"7.1.12.1 Controlling obstacles will be d","sectionType":"subdivision","heading":"7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":315},{"sectionNumber":"7.1.13 Circling Area","sectionType":"division","heading":"7.1.13 Circling Area","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":316},{"sectionNumber":"7.1.13.1 The circling area must be check","sectionType":"subdivision","heading":"7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":317},{"sectionNumber":"7.1.13.2 The same procedure is then used","sectionType":"subdivision","heading":"7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":318},{"sectionNumber":"7.1.13.3 Circling area checks are not co","sectionType":"subdivision","heading":"7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":319},{"sectionNumber":"7.1.14 Final and Intermediate Segments","sectionType":"division","heading":"7.1.14 Final and Intermediate Segments","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":320},{"sectionNumber":"7.1.14.1 The final and, where implemente","sectionType":"subdivision","heading":"7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":321},{"sectionNumber":"(a) fly from overhead the MAPT at the sp","sectionType":"section","heading":"(a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":322},{"sectionNumber":"(b) turn to fly away from the airfield a","sectionType":"section","heading":"(b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":323},{"sectionNumber":"(i) abeam the step down fix, climb to th","sectionType":"section","heading":"(i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":324},{"sectionNumber":"(ii) terminate abeam the FAF unless an i","sectionType":"section","heading":"(ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":325},{"sectionNumber":"(iii) during this process look across th","sectionType":"section","heading":"(iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":326},{"sectionNumber":"(c) conduct the same process on the oppo","sectionType":"section","heading":"(c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":327},{"sectionNumber":"(d) if the terrain and visibility are su","sectionType":"section","heading":"(d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":328},{"sectionNumber":"7.1.15 Missed Approach Segment","sectionType":"division","heading":"7.1.15 Missed Approach Segment","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":329},{"sectionNumber":"7.1.15.1 The missed approach segment mus","sectionType":"subdivision","heading":"7.1.15.1 The missed approach segment must be checked in accordance with the following:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":330},{"sectionNumber":"(a) position the aircraft at the start o","sectionType":"section","heading":"(a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":331},{"sectionNumber":"(b) fly the aircraft along the missed ap","sectionType":"section","heading":"(b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":332},{"sectionNumber":"7.1.15.2 For environments with numerous ","sectionType":"subdivision","heading":"7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":333},{"sectionNumber":"7.1.15.3 The validation start of climb m","sectionType":"subdivision","heading":"7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1","content":"#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb","sortOrder":334},{"sectionNumber":"7.1.16 Linking the Final and Missed Appr","sectionType":"division","heading":"7.1.16 Linking the Final and Missed Approach Segments","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":335},{"sectionNumber":"7.1.16.1 Figure 7‑2 shows a method for l","sectionType":"subdivision","heading":"7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.","content":"#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments","sortOrder":336},{"sectionNumber":"7.1.17 Holding and Initial Segments","sectionType":"division","heading":"7.1.17 Holding and Initial Segments","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":337},{"sectionNumber":"7.1.17.1 The controlling obstacles for t","sectionType":"subdivision","heading":"7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":338},{"sectionNumber":"7.1.18 ‘Flyability’ Check","sectionType":"division","heading":"7.1.18 ‘Flyability’ Check","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":339},{"sectionNumber":"7.1.18.1 The complete design, as propose","sectionType":"subdivision","heading":"7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":340},{"sectionNumber":"(a) lead radials;","sectionType":"section","heading":"(a) lead radials;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":341},{"sectionNumber":"(b) outbound tracks (highest use categor","sectionType":"section","heading":"(b) outbound tracks (highest use category);","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":342},{"sectionNumber":"(c) outbound timing (highest use categor","sectionType":"section","heading":"(c) outbound timing (highest use category);","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":343},{"sectionNumber":"(d) descent gradients;","sectionType":"section","heading":"(d) descent gradients;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":344},{"sectionNumber":"(e) bank angle for turn onto final durin","sectionType":"section","heading":"(e) bank angle for turn onto final during base turns;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":345},{"sectionNumber":"(f) runway alignment and distance from r","sectionType":"section","heading":"(f) runway alignment and distance from runway at the minima;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":346},{"sectionNumber":"(g) descent gradient from the minima for","sectionType":"section","heading":"(g) descent gradient from the minima for a straight-in approach;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":347},{"sectionNumber":"(h) the missed approach; and","sectionType":"section","heading":"(h) the missed approach; and","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":348},{"sectionNumber":"(i) acceptability of initial and interme","sectionType":"section","heading":"(i) acceptability of initial and intermediate segment lengths for GPS approaches.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":349},{"sectionNumber":"7.1.19 Windsocks","sectionType":"division","heading":"7.1.19 Windsocks","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":350},{"sectionNumber":"7.1.19.1 For runway aligned approaches w","sectionType":"subdivision","heading":"7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":351},{"sectionNumber":"7.1.20 Flight Safety","sectionType":"division","heading":"7.1.20 Flight Safety","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":352},{"sectionNumber":"7.1.20.1 Some of these checks will be co","sectionType":"subdivision","heading":"7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":353},{"sectionNumber":"(a) pay particular attention to airspeed","sectionType":"section","heading":"(a) pay particular attention to airspeed during manoeuvres with high angles of bank;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":354},{"sectionNumber":"(b) be vigilant for inconspicuous towers","sectionType":"section","heading":"(b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":355},{"sectionNumber":"(c) be alert for birds, particularly nea","sectionType":"section","heading":"(c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":356},{"sectionNumber":"7.1.21 Traffic","sectionType":"division","heading":"7.1.21 Traffic","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":357},{"sectionNumber":"7.1.21.1 Give priority to other traffic ","sectionType":"subdivision","heading":"7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":358},{"sectionNumber":"7.1.22 Environmental Issues","sectionType":"division","heading":"7.1.22 Environmental Issues","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":359},{"sectionNumber":"7.1.22.1 Try to:","sectionType":"subdivision","heading":"7.1.22.1 Try to:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":360},{"sectionNumber":"(a) avoid flight over built-up areas, co","sectionType":"section","heading":"(a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":361},{"sectionNumber":"(b) avoid repetitious flight over the sa","sectionType":"section","heading":"(b) avoid repetitious flight over the same area or areas, and","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":362},{"sectionNumber":"(c) minimise high RPM noise.","sectionType":"section","heading":"(c) minimise high RPM noise.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":363},{"sectionNumber":"7.1.23 Reporting","sectionType":"division","heading":"7.1.23 Reporting","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":364},{"sectionNumber":"7.1.23.1 A flight validation report form","sectionType":"subdivision","heading":"7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":365},{"sectionNumber":"7.1.23.2 Following completion of the val","sectionType":"subdivision","heading":"7.1.23.2 Following completion of the validation flight:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":366},{"sectionNumber":"(a) the pilot must complete the validati","sectionType":"section","heading":"(a) the pilot must complete the validation report; and","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":367},{"sectionNumber":"(b) the procedure designer must process ","sectionType":"section","heading":"(b) the procedure designer must process the report form and complete the follow-up action.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":368},{"sectionNumber":"7.1.24 Pilots","sectionType":"division","heading":"7.1.24 Pilots","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":369},{"sectionNumber":"7.1.24.1 The standard for the qualificat","sectionType":"subdivision","heading":"7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":370},{"sectionNumber":"(a) ATPL;","sectionType":"section","heading":"(a) ATPL;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":371},{"sectionNumber":"(b) current command instrument rating, e","sectionType":"section","heading":"(b) current command instrument rating, endorsed for the type of procedure under validation;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":372},{"sectionNumber":"(c) relevant experience in multi-engine ","sectionType":"section","heading":"(c) relevant experience in multi-engine IFR procedures;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":373},{"sectionNumber":"(d) completion of a course in PANS-OPS p","sectionType":"section","heading":"(d) completion of a course in PANS-OPS procedures design principles;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":374},{"sectionNumber":"(e) a thorough knowledge of ICAO PANS-OP","sectionType":"section","heading":"(e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":375},{"sectionNumber":"(f) adequate knowledge of the design of ","sectionType":"section","heading":"(f) adequate knowledge of the design of procedures in accordance with the MOS;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":376},{"sectionNumber":"(g) satisfactory completion of a flight ","sectionType":"section","heading":"(g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":377},{"sectionNumber":"(h) satisfactory completion of a course ","sectionType":"section","heading":"(h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":378},{"sectionNumber":"(i) a low flying permit issued in accord","sectionType":"section","heading":"(i) a low flying permit issued in accordance with CAR 157(4)(b); and","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":379},{"sectionNumber":"(j) completion of a procedure flight val","sectionType":"section","heading":"(j) completion of a procedure flight validation flight within the previous year.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":380},{"sectionNumber":"7.1.24.2 Helicopter procedures are to be","sectionType":"subdivision","heading":"7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":381},{"sectionNumber":"7.1.24.3 Should the validation pilot not","sectionType":"subdivision","heading":"7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","content":"# Chapter 7: Flight Validation\n\n## Section 7.1: General\n\n### 7.1.1 Overview\n\n#### 7.1.1.1 Flight validation is required for:\n\n##### (a) instrument approach procedures;\n\n##### (b) revised instrument approach procedures where the final course has been re-aligned by 3° or more.\n\n#### 7.1.1.2 Validation of an instrument flight procedure comprises:\n\n##### (a) a review of the draft procedures from an operational perspective conducted by the validation pilot; and\n\n##### (b) a validation flight check.\n\n#### 7.1.1.3 The process of instrument approach procedure design focuses on those controlling obstacles that affect the procedure. This focus is facilitated through the use of various obstacle and terrain databases. The purpose of flight validation is to verify database information, to check all obstacles (including the identification of any unforeseen obstacles) that affect the safety of the procedure, and to assess the 'flyability' of the procedure.\n\n### 7.1.2 Maps and Charts\n\n#### 7.1.2.1 Validation flights must carry maps and charts that meet the following requirements:\n\n##### (a) An appropriate topographical map of at least 1:250,000 scale or larger scale. (A scale of 1:100,000 may be necessary in areas of precipitous terrain and when checking circling, final and missed approach segments.) The map must be marked by the procedure designer with:\n\n###### (i) final segment splay/s;\n\n###### (ii) missed approach segment splay/s;\n\n###### (iii) circling area for the appropriate categories or category groups; and\n\n###### (iv) controlling obstacles for each segment, MSA and holding pattern.\n\n### 7.1.3 Weather\n\n#### 7.1.3.1 Validation flights must be undertaken in daylight hours and in VMC. The ceiling should be above the initial approach altitude (preferably above the 25 NM MSA).\n\n### 7.1.4 Responsibilities\n\n#### 7.1.4.1 The Chief Designer is responsible for the organisation of flight validation activities.\n\n#### 7.1.4.2 The procedure design flight validation crew member is responsible for the planning of validation flights.\n\n### 7.1.5 Aircraft\n\n#### 7.1.5.1 The standard for the type of aircraft to be used for flight validation of a design is an aircraft that has performance capabilities appropriate to the type and design of the procedure.\n\n#### 7.1.5.2 The aircraft must be of a configuration that permits good visibility and adequate cabin dimensions permitting maps and other documents to be readily referred to in flight.\n\n#### 7.1.5.3 The type of aircraft is to be approved by the CASA validation pilot.\n\n#### 7.1.5.4 An aircraft flight simulator, approved by the CASA validation pilot may be used to verify database information and flyability of the procedure.\n\n### 7.1.6 Crew\n\n#### 7.1.6.1 The minimum crew is a pilot and a procedure designer.\n\n#### 7.1.6.2 Only persons involved in the validation procedure being conducted in an aircraft are to be carried in the aircraft.\n\n### 7.1.7 Conduct of Operations\n\n#### 7.1.7.1 Judgment must be applied when planning the validation flight to minimise the time spent on task. Efficiently linked segments and avoiding those areas where obstacles will have no affect on the procedure will help to achieve this objective.\n\n#### 7.1.7.2 Crew responsibilities:\n\n##### (a) the pilot must fly the aircraft;\n\n##### (b) the procedure designer must:\n\n###### (i) visually navigate the aircraft; and\n\n###### (ii) direct the pilot by providing tracks and altitudes to fly; and\n\n###### (iii) note any differences to the pre-determined list of obstacles;\n\n##### (c) both crew members are responsible for lookout;\n\n##### (d) when flying the segments of the procedure, the aircraft should be configured to emulate the highest category aircraft for which the procedures are planned—this will be particularly important when the length of a particular segment is short;\n\n##### (e) when checking individual obstacles, the highest practical speed, commensurate with fuel reserves should be used;\n\n##### (f) during the validation process, gear should be up and any lights that increase the visibility of the aircraft should be turned on.\n\n### 7.1.8 Environment\n\n#### 7.1.8.1 Prior to conducting validation of a procedure in a populated or environmentally sensitive area, the procedure designer should:\n\n##### (a) discuss with the validation pilot any options for reducing the environmental impact of the flight.\n\n##### (b) as appropriate, advise the aerodrome operator, ATC, local CASA office and any other affected persons, of the details of the proposed operation, including advice that low-level flying will be required.\n\n##### (c) advise the CASA Public Relations office in sufficient time to permit a press release to be issued.\n\n### 7.1.9 Validation of the Procedure\n\n#### 7.1.9.1 The actual sequence of checks is not mandated in this document, as each situation will suggest the most economical way of arranging the elements of the task.\n\n#### 7.1.9.2 The specified altitude(s) for the validation of an instrument approach segment is/are equal to the published segment minimum altitude(s) minus the Minimum Obstacle Clearance (MOC) applicable to the segment.\n\n#### 7.1.9.3 Each controlling obstacle and/or procedure segment must be checked at a specified altitude(s) to validate the obstacle data used and to determine whether there are any unforeseen obstacles extending above the specified altitude. Such a case would indicate that the unforeseen obstacle is higher than the controlling obstacle and that it may affect the procedure. If such an unforeseen obstacle is observed, its location and observed height AMSL must be recorded for subsequent detailed analysis by the procedure designer.\n\n### 7.1.10 25 and 10 NM Minimum Sector Altitude\n\n#### 7.1.10.1 Each 25 NM sector, or the 25 NM circle, and the 10 NM circle must be checked at their specified altitudes. 25 NM and 10 NM MSAs include obstacles out to 30 NM and 15 NM respectively from the navigation aid or ARP upon which the MSA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where the sector/circle does not exhibit greatly differing terrain elevations, judgment may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n### 7.1.11 Terminal Arrival Altitude (TAA)\n\n#### 7.1.11.1 Each Terminal Arrival Altitude (TAA) sector must be checked at its specified altitude. TAAs include obstacles out to 30 NM from the initial approach fix upon which the TAA is based. Checks must include the controlling obstacle in addition to other obviously high terrain or obstacles. Where adjacent TAAs do not have greatly differing terrain elevations, judgement may be exercised regarding the tracks flown to provide a full coverage of the area.\n\n> Note: This paragraph is included in anticipation of Terminal Arrival Altitudes being included in the next amendment to PANS-OPS.\n\n### 7.1.12 DME/GPS Arrival Procedures\n\n#### 7.1.12.1 Controlling obstacles will be determined by the procedure designer for each segment within each sector of the arrival procedure. These obstacles must be checked at the specified altitude. Additionally, each step in the final and intermediate segments must be flown at the OIS altitude. Each step must be flown around the radius of the step plus 1 NM, between the lateral limits of the sector splay. The controlling obstacles for these steps can be checked during the process of flying the steps.\n\n### 7.1.13 Circling Area\n\n#### 7.1.13.1 The circling area must be checked by flying around the lateral limit of the circling area for the lowest supported aircraft category or group (usually CAT A/B) at the specified altitude for that category and looking in towards the airfield. In this manner, both the controlling obstacle and any unforeseen obstacles will be seen in the one action.\n\n#### 7.1.13.2 The same procedure is then used to check obstacles in the circling area for the next highest supported aircraft category or group (CAT C/D). By conducting the inner check first, obstacles that may affect all categories can be readily identified.\n\n#### 7.1.13.3 Circling area checks are not conducted in those areas designated 'No Circling'.\n\n### 7.1.14 Final and Intermediate Segments\n\n#### 7.1.14.1 The final and, where implemented, the intermediate segment, must be checked as follows:\n\n##### (a) fly from overhead the MAPT at the specified altitude for the final segment, at 90° to the final track, to the limit of the splay;\n\n##### (b) turn to fly away from the airfield along the lateral edge of the splay at the final specified altitude to abeam the step down fix (if implemented) or abeam the FAF:\n\n###### (i) abeam the step down fix, climb to the specified altitude for the next section of the final segment;\n\n###### (ii) terminate abeam the FAF unless an intermediate segment is implemented, in which case continue along the lateral limit of the intermediate segment at the intermediate specified altitude until abeam the IF and terminate at that point;\n\n###### (iii) during this process look across the splay to identify the controlling obstacle and any unforeseen obstacles;\n\n##### (c) conduct the same process on the opposite side of the splay, but looking in the opposite direction;\n\n##### (d) if the terrain and visibility are such that an unobstructed view can be had from one side of the splay to the other, the procedure outlined above can be shortened by flying along the centreline of the splay at the appropriate specified altitude.\n\n### 7.1.15 Missed Approach Segment\n\n#### 7.1.15.1 The missed approach segment must be checked in accordance with the following:\n\n##### (a) position the aircraft at the start of climb point, determined in accordance with Figure 7‑1, at the specified level;\n\n##### (b) fly the aircraft along the missed approach track, climbing at a rate that equates to the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.2 For environments with numerous obstacles, the missed approach segment should be checked by flying the missed approach splays in a similar manner to that specified for the final and intermediate segments, but climbing along the lateral edge of the splay, in accordance with the missed approach design gradient, until in the final phase of the missed approach.\n\n#### 7.1.15.3 The validation start of climb must be determined in accordance with Figure 7‑1\n\n![Validation start of climb](image.002.png)\n\nFigure 7‑1: Validation start of climb\n\n### 7.1.16 Linking the Final and Missed Approach Segments\n\n#### 7.1.16.1 Figure 7‑2 shows a method for linking the checks of the final and missed approach segments.\n\n![Final and missed approach segments](image.003.png)\n\nFigure 7‑2: Final and missed approach segments\n\n### 7.1.17 Holding and Initial Segments\n\n#### 7.1.17.1 The controlling obstacles for the holding and initial segments must be checked at their specified altitude and any unforeseen obstacles identified. These checks may be combined with the checks of the DME/GPS Arrival Procedure.\n\n### 7.1.18 ‘Flyability’ Check\n\n#### 7.1.18.1 The complete design, as proposed for publication, must be checked for operational acceptability. This check should be flown at the maximum segment speeds for the fastest category of aircraft served by the procedure. The check includes:\n\n##### (a) lead radials;\n\n##### (b) outbound tracks (highest use category);\n\n##### (c) outbound timing (highest use category);\n\n##### (d) descent gradients;\n\n##### (e) bank angle for turn onto final during base turns;\n\n##### (f) runway alignment and distance from runway at the minima;\n\n##### (g) descent gradient from the minima for a straight-in approach;\n\n##### (h) the missed approach; and\n\n##### (i) acceptability of initial and intermediate segment lengths for GPS approaches.\n\n### 7.1.19 Windsocks\n\n#### 7.1.19.1 For runway aligned approaches where a windsock is not located adjacent to the runway threshold, it must be confirmed that a windsock is visible when the aircraft is at the MDA, in accordance with CAO 92.2.\n\n### 7.1.20 Flight Safety\n\n#### 7.1.20.1 Some of these checks will be conducted close to obstacles and in close proximity to airfields, therefore a visual-and-listening watch by all crewmembers is essential. In particular, the following points should be noted:\n\n##### (a) pay particular attention to airspeed during manoeuvres with high angles of bank;\n\n##### (b) be vigilant for inconspicuous towers and power transmission lines. Some towers are painted in low-contrast colours;\n\n##### (c) be alert for birds, particularly near bushfire smoke and over mountainous areas or inland water bodies.\n\n### 7.1.21 Traffic\n\n#### 7.1.21.1 Give priority to other traffic when validation requirements conflict with existing traffic patterns.\n\n### 7.1.22 Environmental Issues\n\n#### 7.1.22.1 Try to:\n\n##### (a) avoid flight over built-up areas, concentrations of animals, or other noise-sensitive areas;\n\n##### (b) avoid repetitious flight over the same area or areas, and\n\n##### (c) minimise high RPM noise.\n\n### 7.1.23 Reporting\n\n#### 7.1.23.1 A flight validation report form, prepared for the applicable aerodrome, must be attached as part of the validation flight request package. The standard report format is shown in Section 7.2.\n\n#### 7.1.23.2 Following completion of the validation flight:\n\n##### (a) the pilot must complete the validation report; and\n\n##### (b) the procedure designer must process the report form and complete the follow-up action.\n\n### 7.1.24 Pilots\n\n#### 7.1.24.1 The standard for the qualifications and experience of Pilots-in-Command of instrument flight procedure validation flights is:\n\n##### (a) ATPL;\n\n##### (b) current command instrument rating, endorsed for the type of procedure under validation;\n\n##### (c) relevant experience in multi-engine IFR procedures;\n\n##### (d) completion of a course in PANS-OPS procedures design principles;\n\n##### (e) a thorough knowledge of ICAO PANS-OPS procedures design principles and methods;\n\n##### (f) adequate knowledge of the design of procedures in accordance with the MOS;\n\n##### (g) satisfactory completion of a flight validation course conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct flight validation;\n\n##### (h) satisfactory completion of a course in aerodrome lighting and visual approach slope guidance systems conducted by CASA and possession of a letter of competency issued by CASA certifying his/her competence to conduct aerodrome lighting inspections;\n\n##### (i) a low flying permit issued in accordance with CAR 157(4)(b); and\n\n##### (j) completion of a procedure flight validation flight within the previous year.\n\n#### 7.1.24.2 Helicopter procedures are to be validated by pilots who, in addition to the above qualifications, are familiar with helicopter procedure design and operations.\n\n#### 7.1.24.3 Should the validation pilot not be qualified as pilot-in-command of a helicopter, aircraft or flight simulator to be used for a validation flight, another pilot may be assigned to be the pilot in command provided that the validation pilot occupies a seat in the cockpit and directs the conduct of the validation.","sortOrder":382},{"sectionNumber":"7.2","sectionType":"part","heading":"Sample Flight Validation Report","content":"## Section 7.2: Sample Flight Validation Report\n\nFLIGHT VALIDATION REPORT AIRPORT NAME, STATE (Y CODE)\n\nComplete this report to record the results of the flight validation. Those segments that do not apply should be so annotated.\n\nCOMMON SEGMENTS\n\n| SEGMENT     | COMMENT | NEED for CHANGEE (Essential)D (Desirable) |\n| ----------- | ------- | ----------------------------------------- |\n| Circling    |         |                                           |\n| 25/10NM MSA |         |                                           |\n\nAPPROACH PROCEDURE (NAME)\n\n| SEGMENT         | COMMENT | NEED for CHANGEE (Essential)D (Desirable) |\n| --------------- | ------- | ----------------------------------------- |\n| Initial         |         |                                           |\n|                 |         |                                           |\n| Intermediate    |         |                                           |\n|                 |         |                                           |\n| Final           |         |                                           |\n|                 |         |                                           |\n| Missed Approach |         |                                           |\n|                 |         |                                           |\n| Holding         |         |                                           |\n|                 |         |                                           |\n\nAPPROACH PROCEDURE (NAME)\n\n| SEGMENT         | COMMENT | NEED for CHANGEE (Essential)D (Desirable) |\n| --------------- | ------- | ----------------------------------------- |\n| Initial         |         |                                           |\n|                 |         |                                           |\n| Final           |         |                                           |\n|                 |         |                                           |\n| Missed Approach |         |                                           |\n|                 |         |                                           |\n| Holding         |         |                                           |\n|                 |         |                                           |\n\nDME or GPS ARRIVAL (SECTOR A)\n\n| SEGMENT         | COMMENT | NEED for CHANGEE (Essential)D (Desirable) |\n| --------------- | ------- | ----------------------------------------- |\n| Initial         |         |                                           |\n|                 |         |                                           |\n| Intermediate    |         |                                           |\n|                 |         |                                           |\n| Final           |         |                                           |\n|                 |         |                                           |\n| Missed Approach |         |                                           |\n|                 |         |                                           |\n\nAny previously unidentified obstacles that may affect the procedure can be listed in the table below.\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"border-collapse:collapse\"><tbody><tr><td colspan=\"4\" style=\"width:457pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:2.25pt double #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p><span style=\"text-decoration:underline\">PREVIOUSLY UNIDENTIFIED OBSTACLES</span></p><p><span></span></p></td></tr><tr><td style=\"width:159.3pt; border-left:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.03pt; vertical-align:top\"><p style=\"font-size:10pt\"><span>DESCRIPTION</span></p></td><td style=\"width:74.25pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"font-size:10pt\"><span>APPROXIMATE ELEVATION</span></p></td><td style=\"width:102.6pt; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.4pt; vertical-align:top\"><p style=\"font-size:10pt\"><span>LOCATION</span></p></td><td style=\"width:88.45pt; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.4pt; vertical-align:top\"><p style=\"font-size:10pt\"><span>OWNER (if known)</span></p></td></tr><tr><td style=\"width:159.3pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.03pt; vertical-align:top\"><p><span></span></p></td><td style=\"width:74.25pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p><span></span></p></td><td style=\"width:102.6pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.4pt; vertical-align:top\"><p><span></span></p></td><td style=\"width:88.45pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.4pt; vertical-align:top\"><p><span></span></p></td></tr><tr><td style=\"width:159.3pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.03pt; vertical-align:top\"><p><span></span></p></td><td style=\"width:74.25pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p><span></span></p></td><td style=\"width:102.6pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.4pt; vertical-align:top\"><p><span></span></p></td><td style=\"width:88.45pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.4pt; vertical-align:top\"><p><span></span></p></td></tr><tr><td style=\"width:159.3pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.4pt; padding-left:5.03pt; vertical-align:top\"><p><span></span></p></td><td style=\"width:74.25pt; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p><span></span></p></td><td style=\"width:102.6pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.4pt; vertical-align:top\"><p><span></span></p></td><td style=\"width:88.45pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.4pt; vertical-align:top\"><p><span></span></p></td></tr></tbody></table>\n```\n\nCertification\n\n1. The specified altitudes of the above instrument procedures have been checked and the procedures are acceptable subject to the above-mentioned changes (if any) being incorporated.\n\n2. The specified altitudes of the GPS Arrival Sector A have been checked and the procedure is acceptable subject to the above-mentioned changes (if any) being incorporated.\n\n3. The aerodrome is currently certified/registered/other.\n\n4. The WDIs are suitable for straight-in approaches to runways …………………… and  \nunsuitable for straight-in approaches to runways ………………… . The suitable WDIs  \nare/are not illuminated.\n\n5. The approach procedures were/were not found to be operationally suitable for straight-in minimas.\n\n(Signature of validation pilot)","sortOrder":383},{"sectionNumber":"Chapter 8: Design Standards","sectionType":"part","heading":"Chapter 8: Design Standards","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":384},{"sectionNumber":"8.1","sectionType":"part","heading":"General","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":385},{"sectionNumber":"8.1.1 Procedure Design","sectionType":"division","heading":"8.1.1 Procedure Design","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":386},{"sectionNumber":"8.1.1.1 Performance Category Groups. Pro","sectionType":"subdivision","heading":"8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":387},{"sectionNumber":"8.1.1.2 Category E. Category E procedure","sectionType":"subdivision","heading":"8.1.1.2 Category E. Category E procedures will not normally be designed.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":388},{"sectionNumber":"8.1.1.3 Overlapping Procedures. The prim","sectionType":"subdivision","heading":"8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":389},{"sectionNumber":"8.1.1.4 Airspace Buffers. Procedures wit","sectionType":"subdivision","heading":"8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":390},{"sectionNumber":"(a) horizontally:","sectionType":"section","heading":"(a) horizontally:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":391},{"sectionNumber":"(i) a 1 NM buffer is provided between th","sectionType":"section","heading":"(i) a 1 NM buffer is provided between the airspace boundary and the boundary of:","content":"###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.","sortOrder":392},{"sectionNumber":"(b) vertically:","sectionType":"section","heading":"(b) vertically:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":393},{"sectionNumber":"(i) A 500 ft buffer is provided between ","sectionType":"section","heading":"(i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":394},{"sectionNumber":"(ii) A 1,000 ft buffer is provided betwe","sectionType":"section","heading":"(ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;","content":"###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;","sortOrder":395},{"sectionNumber":"(c) for the Missed Approach Segment:","sectionType":"section","heading":"(c) for the Missed Approach Segment:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":396},{"sectionNumber":"(i) clearance from airspace is determine","sectionType":"section","heading":"(i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:","content":"###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.","sortOrder":397},{"sectionNumber":"8.1.1.5 Prohibited and Restricted (P and","sectionType":"subdivision","heading":"8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":398},{"sectionNumber":"(a) where the P or R area contains flyin","sectionType":"section","heading":"(a) where the P or R area contains flying activities:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":399},{"sectionNumber":"(i) horizontally, the boundary of the P ","sectionType":"section","heading":"(i) horizontally, the boundary of the P or R area does not infringe:","content":"###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.","sortOrder":400},{"sectionNumber":"(ii) vertically, the altitude limit over","sectionType":"section","heading":"(ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":401},{"sectionNumber":"(b) where the P or R area is not used fo","sectionType":"section","heading":"(b) where the P or R area is not used for flying activities:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":402},{"sectionNumber":"(ii) vertically, the upper limit of the ","sectionType":"section","heading":"(ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":404},{"sectionNumber":"(iii) for the Missed Approach Segment, c","sectionType":"section","heading":"(iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:","content":"###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.","sortOrder":405},{"sectionNumber":"8.1.1.6 Danger Area Associated with High","sectionType":"subdivision","heading":"8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":406},{"sectionNumber":"(a) for procedures based on conventional","sectionType":"section","heading":"(a) for procedures based on conventional navigation aids:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":407},{"sectionNumber":"(i) horizontally, the danger area does n","sectionType":"section","heading":"(i) horizontally, the danger area does not infringe the procedure primary area.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":408},{"sectionNumber":"(b) for GPS based procedures:","sectionType":"section","heading":"(b) for GPS based procedures:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":410},{"sectionNumber":"(i) horizontally, the nominal final appr","sectionType":"section","heading":"(i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":411},{"sectionNumber":"(iii) the missed approach incorporates a","sectionType":"section","heading":"(iii) the missed approach incorporates a minimum turn of 45° away from the danger area.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":413},{"sectionNumber":"8.1.2 Procedure Identification","sectionType":"division","heading":"8.1.2 Procedure Identification","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":414},{"sectionNumber":"8.1.2.1 Instrument procedure charts must","sectionType":"subdivision","heading":"8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":415},{"sectionNumber":"8.1.3 Straight-in Non-Precision Approach","sectionType":"division","heading":"8.1.3 Straight-in Non-Precision Approach Procedures","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":416},{"sectionNumber":"8.1.3.1 Wherever possible, non-precision","sectionType":"subdivision","heading":"8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":417},{"sectionNumber":"8.1.3.2 Publication of straight-in minim","sectionType":"subdivision","heading":"8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":418},{"sectionNumber":"(a) Runway Width and Strip Width. Minimu","sectionType":"section","heading":"(a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":419},{"sectionNumber":"(b) Approach OLS Area and Gradient. The ","sectionType":"section","heading":"(b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.","content":"##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment","sortOrder":420},{"sectionNumber":"(c) Surface Wind Information. Surface wi","sectionType":"section","heading":"(c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":421},{"sectionNumber":"(d) Runway Edge Lighting. Runway edge li","sectionType":"section","heading":"(d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":422},{"sectionNumber":"8.1.4 Visual Segment Limitations","sectionType":"division","heading":"8.1.4 Visual Segment Limitations","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":423},{"sectionNumber":"8.1.4.1 Runway Strip Width less than 300","sectionType":"subdivision","heading":"8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus","content":"#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295","sortOrder":424},{"sectionNumber":"8.1.4.2 Parallel Runways—Sidestep Proced","sectionType":"subdivision","heading":"8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:","content":"#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)","sortOrder":425},{"sectionNumber":"8.1.5 OCA and Descent Limits","sectionType":"division","heading":"8.1.5 OCA and Descent Limits","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":426},{"sectionNumber":"8.1.5.1 In addition to the requirements ","sectionType":"subdivision","heading":"8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":427},{"sectionNumber":"(a) Accuracy of Maps and Charts. The ver","sectionType":"section","heading":"(a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":428},{"sectionNumber":"(i) if the vertical accuracy of the map ","sectionType":"section","heading":"(i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":429},{"sectionNumber":"(ii) if terrain height is being determin","sectionType":"section","heading":"(ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":430},{"sectionNumber":"(iii) spot height information does not a","sectionType":"section","heading":"(iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":431},{"sectionNumber":"(iv) survey control point information an","sectionType":"section","heading":"(iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":432},{"sectionNumber":"(b) Forecast Altimeter Setting Error.","sectionType":"section","heading":"(b) Forecast Altimeter Setting Error.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":433},{"sectionNumber":"(i) at aerodromes where a 24-hour ATC to","sectionType":"section","heading":"(i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":434},{"sectionNumber":"(ii) for aerodromes where a TAF may not ","sectionType":"section","heading":"(ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":435},{"sectionNumber":"(iii) the published MDA box will be shad","sectionType":"section","heading":"(iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":436},{"sectionNumber":"(c) Obstacles.","sectionType":"section","heading":"(c) Obstacles.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":437},{"sectionNumber":"(i) all known obstacles, including veget","sectionType":"section","heading":"(i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":438},{"sectionNumber":"8.1.6 Visibility","sectionType":"division","heading":"8.1.6 Visibility","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":439},{"sectionNumber":"8.1.6.1 Definitions. In paragraphs 8.1.6","sectionType":"subdivision","heading":"8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:","content":"#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.","sortOrder":440},{"sectionNumber":"8.1.7 State Minima","sectionType":"division","heading":"8.1.7 State Minima","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":441},{"sectionNumber":"8.1.7.1 Visibility. The State visibility","sectionType":"subdivision","heading":"8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":442},{"sectionNumber":"(a) for RVR values up to 400 m, the calc","sectionType":"section","heading":"(a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":443},{"sectionNumber":"(aa) for RVR values greater than 400 m a","sectionType":"section","heading":"(aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":444},{"sectionNumber":"(b) for RVR values greater than 800 m an","sectionType":"section","heading":"(b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":445},{"sectionNumber":"(c) for visibility values greater than 1","sectionType":"section","heading":"(c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.","content":"##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m","sortOrder":446},{"sectionNumber":"8.1.7.2 DA/MDA. The State DA/MDA must no","sectionType":"subdivision","heading":"8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":447},{"sectionNumber":"(a) the OCA determined in accordance wit","sectionType":"section","heading":"(a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":448},{"sectionNumber":"(b) the visual segment limitations conta","sectionType":"section","heading":"(b) the visual segment limitations contained in paragraph 8.1.4;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":449},{"sectionNumber":"(c) the OCA plus any margin deemed neces","sectionType":"section","heading":"(c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":450},{"sectionNumber":"(d) for Category I operations — threshol","sectionType":"section","heading":"(d) for Category I operations — threshold elevation plus 200 ft;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":451},{"sectionNumber":"(e) for SA Category I operations — thres","sectionType":"section","heading":"(e) for SA Category I operations — threshold elevation plus 150 ft;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":452},{"sectionNumber":"(f) for Category II and SA Category II o","sectionType":"section","heading":"(f) for Category II and SA Category II operations — threshold elevation plus 100 ft.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":453},{"sectionNumber":"8.1.7.3 RA Height. A radio altimeter (RA","sectionType":"subdivision","heading":"8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.","content":"#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.","sortOrder":454},{"sectionNumber":"8.1.8 Aerodrome Operating Minima (AOM)","sectionType":"division","heading":"8.1.8 Aerodrome Operating Minima (AOM)","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":455},{"sectionNumber":"8.1.8.1 AOM must be the higher of the OC","sectionType":"subdivision","heading":"8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":456},{"sectionNumber":"8.1.9 General Alternate Minima","sectionType":"division","heading":"8.1.9 General Alternate Minima","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":457},{"sectionNumber":"8.1.9.1 The general alternate minima mus","sectionType":"subdivision","heading":"8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":458},{"sectionNumber":"8.1.10 Special Alternate Minima","sectionType":"division","heading":"8.1.10 Special Alternate Minima","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":459},{"sectionNumber":"8.1.10.1 Airborne Equipment. Special Alt","sectionType":"subdivision","heading":"8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":460},{"sectionNumber":"8.1.10.2 Ground Equipment. For a locatio","sectionType":"subdivision","heading":"8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":461},{"sectionNumber":"8.1.10.3 The instrument approach procedu","sectionType":"subdivision","heading":"8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":462},{"sectionNumber":"8.1.10.4 Other Requirements. Only contro","sectionType":"subdivision","heading":"8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":463},{"sectionNumber":"8.1.10.5 Calculation of Special Alternat","sectionType":"subdivision","heading":"8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":464},{"sectionNumber":"(a) add 500 ft ceiling and 1.5 km visibi","sectionType":"section","heading":"(a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":465},{"sectionNumber":"(b) add 400 ft ceiling and 1.5 km visibi","sectionType":"section","heading":"(b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":466},{"sectionNumber":"(c) when required by paragraph 8.1.10.3,","sectionType":"section","heading":"(c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":467},{"sectionNumber":"8.1.10.6 The alternative minimum is the ","sectionType":"subdivision","heading":"8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":468},{"sectionNumber":"8.1.10.7 An extra margin over and above ","sectionType":"subdivision","heading":"8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":469},{"sectionNumber":"8.1.10.8 Invalidation of Special Alterna","sectionType":"subdivision","heading":"8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":470},{"sectionNumber":"(a) local BoM METAR/SPECI are not availa","sectionType":"section","heading":"(a) local BoM METAR/SPECI are not available;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":471},{"sectionNumber":"(b) BoM forecasting services are not ava","sectionType":"section","heading":"(b) BoM forecasting services are not available;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":472},{"sectionNumber":"(c) protracted unserviceability (ie. gre","sectionType":"section","heading":"(c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":473},{"sectionNumber":"(d) an aerodrome control service is not ","sectionType":"section","heading":"(d) an aerodrome control service is not provided.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":474},{"sectionNumber":"8.1.11 International IFR Operations Outs","sectionType":"division","heading":"8.1.11 International IFR Operations Outside Australia","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":475},{"sectionNumber":"8.1.11.1 Alternate minima must be determ","sectionType":"subdivision","heading":"8.1.11.1 Alternate minima must be determined:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":476},{"sectionNumber":"(a) in accordance with paragraph 8.1.9; ","sectionType":"section","heading":"(a) in accordance with paragraph 8.1.9; or","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":477},{"sectionNumber":"(b) by adding forecast tolerances for ce","sectionType":"section","heading":"(b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.","content":"##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.","sortOrder":478},{"sectionNumber":"8.1.11.2 Except for ILS with approved Ca","sectionType":"subdivision","heading":"8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":479},{"sectionNumber":"8.1.11.3 If the aerodrome has straight-i","sectionType":"subdivision","heading":"8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":480},{"sectionNumber":"8.1.11.4 The approved alternate minima m","sectionType":"subdivision","heading":"8.1.11.4 The approved alternate minima must be the greater of:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":481},{"sectionNumber":"(a) the values determined by the foregoi","sectionType":"section","heading":"(a) the values determined by the foregoing paragraphs;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":482},{"sectionNumber":"(b) the values approved by the State ope","sectionType":"section","heading":"(b) the values approved by the State operating the aerodrome;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":483},{"sectionNumber":"(c) 400 ft ceiling and 1,600 m visibilit","sectionType":"section","heading":"(c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":484},{"sectionNumber":"(d) 800 ft ceiling and 3,000 m visibilit","sectionType":"section","heading":"(d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.","content":"##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.","sortOrder":485},{"sectionNumber":"8.1.11.5 The alternate minima determined","sectionType":"subdivision","heading":"8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.","content":"#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.","sortOrder":486},{"sectionNumber":"8.1.12 Australian Differences to ICAO PA","sectionType":"division","heading":"8.1.12 Australian Differences to ICAO PANS-OPS Vol II","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":487},{"sectionNumber":"8.1.12.1 Circling Area. Where the circli","sectionType":"subdivision","heading":"8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)","content":"#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT","sortOrder":488},{"sectionNumber":"8.1.12.2 Height Above Aerodrome (HAA) an","sectionType":"subdivision","heading":"8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":489},{"sectionNumber":"8.1.12.3 GPS Non-Precision Approach Miss","sectionType":"subdivision","heading":"8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":490},{"sectionNumber":"(a) ICAO PANS-OPS Vol II Part III paragr","sectionType":"section","heading":"(a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":491},{"sectionNumber":"(b) Until the ICAO position is reviewed,","sectionType":"section","heading":"(b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":492},{"sectionNumber":"8.1.12.4 Location of missed approach poi","sectionType":"subdivision","heading":"8.1.12.4 Location of missed approach point","content":"#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.","sortOrder":493},{"sectionNumber":"8.1.13 Table of Operationally Equivalent","sectionType":"division","heading":"8.1.13 Table of Operationally Equivalent Values","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":494},{"sectionNumber":"8.1.13.1 The following metres (m) to sta","sectionType":"subdivision","heading":"8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.","content":"#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |","sortOrder":495},{"sectionNumber":"8.1.14 Special Authorisation Category I ","sectionType":"division","heading":"8.1.14 Special Authorisation Category I Approach Procedures","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":496},{"sectionNumber":"8.1.14.1 Scope. Paragraph 8.1.14 provide","sectionType":"subdivision","heading":"8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":497},{"sectionNumber":"(a) a DH of 150 ft or higher; and","sectionType":"section","heading":"(a) a DH of 150 ft or higher; and","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":498},{"sectionNumber":"(b) a visibility minimum of 450 m or lon","sectionType":"section","heading":"(b) a visibility minimum of 450 m or longer RVR.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":499},{"sectionNumber":"8.1.14.2 Air Traffic Control. The aerodr","sectionType":"subdivision","heading":"8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.","content":"#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |","sortOrder":500},{"sectionNumber":"8.1.14.3 Runway Eligibility. An SA Categ","sectionType":"subdivision","heading":"8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":501},{"sectionNumber":"(a) the runway has, or is qualified for,","sectionType":"section","heading":"(a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":502},{"sectionNumber":"(b) the aerodrome operator has given the","sectionType":"section","heading":"(b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) — Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.","content":"##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |","sortOrder":503},{"sectionNumber":"8.1.14.4 Precision Approach Facilities. ","sectionType":"subdivision","heading":"8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":504},{"sectionNumber":"8.1.14.5 Instrument Approach Procedure. ","sectionType":"subdivision","heading":"8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":505},{"sectionNumber":"8.1.14.6 The SA Category I DH minimum mu","sectionType":"subdivision","heading":"8.1.14.6 The SA Category I DH minimum must be the higher of the following:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":506},{"sectionNumber":"(a) 150 ft;","sectionType":"section","heading":"(a) 150 ft;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":507},{"sectionNumber":"(b) the calculated OCH.","sectionType":"section","heading":"(b) the calculated OCH.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":508},{"sectionNumber":"8.1.14.7 The RA and DA minima must be ca","sectionType":"subdivision","heading":"8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":509},{"sectionNumber":"8.1.14.8 The SA Category I RVR minima mu","sectionType":"subdivision","heading":"8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.","content":"#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```","sortOrder":510},{"sectionNumber":"8.1.14.9 Instrument Approach Chart. On t","sectionType":"subdivision","heading":"8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":511},{"sectionNumber":"(a) the SA Category I minima must be ass","sectionType":"section","heading":"(a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":512},{"sectionNumber":"(b) for procedures that are limited to H","sectionType":"section","heading":"(b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":513},{"sectionNumber":"8.1.15 Special Authorisation Category II","sectionType":"division","heading":"8.1.15 Special Authorisation Category II Approach Procedures","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":514},{"sectionNumber":"8.1.15.1 Scope. Paragragh 8.1.15 provide","sectionType":"subdivision","heading":"8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":515},{"sectionNumber":"(a) a DH of 100 ft or higher; and","sectionType":"section","heading":"(a) a DH of 100 ft or higher; and","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":516},{"sectionNumber":"(b) a visibility minimum of 350 m or lon","sectionType":"section","heading":"(b) a visibility minimum of 350 m or longer RVR.","content":"##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |","sortOrder":517},{"sectionNumber":"8.1.15.2 Air Traffic Control. The aerodr","sectionType":"subdivision","heading":"8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.","content":"#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |","sortOrder":518},{"sectionNumber":"8.1.15.3 Runway Eligibility. An SA Categ","sectionType":"subdivision","heading":"8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":519},{"sectionNumber":"8.1.15.4 Precision Approach Facilities. ","sectionType":"subdivision","heading":"8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":522},{"sectionNumber":"8.1.15.5 Instrument Approach Procedure. ","sectionType":"subdivision","heading":"8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":523},{"sectionNumber":"(a) 100 ft;","sectionType":"section","heading":"(a) 100 ft;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":524},{"sectionNumber":"8.1.15.6 The RA and DA minima must be ca","sectionType":"subdivision","heading":"8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":526},{"sectionNumber":"8.1.15.7 The SA Category II RVR minima m","sectionType":"subdivision","heading":"8.1.15.7 The SA Category II RVR minima must be the longest of the following:","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":527},{"sectionNumber":"(a) for a runway with TDZ lights and no ","sectionType":"section","heading":"(a) for a runway with TDZ lights and no runway centreline lights — 400 m;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":528},{"sectionNumber":"(b) for a runway with no TDZ lights and ","sectionType":"section","heading":"(b) for a runway with no TDZ lights and no runway centreline lights — 450 m;","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":529},{"sectionNumber":"(c) the distance derived in accordance w","sectionType":"section","heading":"(c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.","content":"##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```","sortOrder":530},{"sectionNumber":"8.1.15.8 Instrument Approach Chart. On t","sectionType":"subdivision","heading":"8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","content":"# Chapter 8: Design Standards\n\n## Section 8.1: General\n\n### 8.1.1 Procedure Design\n\n#### 8.1.1.1 Performance Category Groups. Procedures should normally be designed for category groups. Common grouping is A/B and C/D. Unless specific operational gain is necessary, groups must not be split for OCA penalties of less than 100 ft.\n\n#### 8.1.1.2 Category E. Category E procedures will not normally be designed.\n\n#### 8.1.1.3 Overlapping Procedures. The primary areas for instrument approach procedures other than DME Arrivals must not be closer than one nautical mile to the primary area of a procedure to a second aerodrome, unless all procedures involved are wholly contained in controlled airspace. Where this is not practical, vertical separation may be used to ensure that a minimum of 1,000 ft is maintained between aircraft on the two procedures.\n\n#### 8.1.1.4 Airspace Buffers. Procedures within controlled airspace must be designed so that:\n\n##### (a) horizontally:\n\n###### (i) a 1 NM buffer is provided between the airspace boundary and the boundary of:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area;\n\n(C) for precision approach segments—the OAS W and X surfaces.\n\n##### (b) vertically:\n\n###### (i) A 500 ft buffer is provided between the nominal aircraft position and an airspace boundary set for VFR level; or\n\n###### (ii) A 1,000 ft buffer is provided between the nominal aircraft position and an airspace boundary set at a useable IFR level;\n\n#### except for precision approaches where, in addition, the basic ILS surfaces must be wholly contained within the controlled airspace boundary;\n\n##### (c) for the Missed Approach Segment:\n\n###### (i) clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS-OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with airspace, then horizontally a 1 NM buffer is provided between the airspace boundary and the missed approach primary area.\n\n> Note: If airspace considerations require a nominal gradient greater than 5%, the IAL chart must show a climb gradient identified by an asterisk.\n\n#### 8.1.1.5 Prohibited and Restricted (P and R) Areas. Procedures which cross or abut P and R areas must be designed so that:\n\n##### (a) where the P or R area contains flying activities:\n\n###### (i) horizontally, the boundary of the P or R area does not infringe:\n\n(A) for holding—the primary holding area plus a 1 NM buffer;\n\n(B) for non-precision approach segments:\n\n the primary area of Initial and Intermediate Approach segments plus a 1 NM buffer, and\n\n the primary and secondary area of the Final Approach segment;\n\n(C) for precision approach segments—the OAS W and X surfaces plus a 1 NM buffer.\n\n###### (ii) vertically, the altitude limit over the area must be the vertical limit of the P or R area plus 500 ft, or the altitude dictated by obstacle clearance criteria, if higher.\n\n##### (b) where the P or R area is not used for flying activities:\n\n###### (i) horizontally, the boundary of the P or R area must not infringe:\n\n(A) for holding—the primary holding area;\n\n(B) for non-precision approach segments—the primary area of the Initial, Intermediate and Final approach segments;\n\n(C) for precision approach segments—the OAS W and X surfaces;\n\n###### (ii) vertically, the upper limit of the P or R area may be used provided obstacle clearance criteria are met.\n\n###### (iii) for the Missed Approach Segment, clearance from airspace is determined using a combination of vertical and horizontal dimensions:\n\n(A) vertically, the height of the nominal aircraft position in a missed approach is determined by applying the techniques of PANS‑OPS Vol II, or ICAO Doc 9905 missed approach criteria, using a gradient of 5% from the SOC to the missed approach altitude;\n\n(B) if this height conflicts with a P or R area, then horizontally the missed approach primary and secondary areas must not infringe the P or R area boundary.\n\n> Note: If a gradient of greater than 5% is required, the IAL chart must show the climb gradient identified by an asterisk.\n\n#### 8.1.1.6 Danger Area Associated with High-Velocity Gas Efflux. Procedures which cross or abut danger areas associated with high-velocity gas efflux must be designed so that:\n\n##### (a) for procedures based on conventional navigation aids:\n\n###### (i) horizontally, the danger area does not infringe the procedure primary area.\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance requirements are met.\n\n##### (b) for GPS based procedures:\n\n###### (i) horizontally, the nominal final approach and missed approach tracks clear the danger area by a minimum of 1,000 m;\n\n###### (ii) vertically, the upper limit of the danger area may be used provided obstacle clearance criteria are met;\n\n###### (iii) the missed approach incorporates a minimum turn of 45° away from the danger area.\n\n### 8.1.2 Procedure Identification\n\n#### 8.1.2.1 Instrument procedure charts must be identified in accordance with ICAO Annex 4 requirements.\n\n### 8.1.3 Straight-in Non-Precision Approach Procedures\n\n#### 8.1.3.1 Wherever possible, non-precision approach procedures must be designed as straight-in approaches in accordance with the alignment criteria contained in PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH.\n\n#### 8.1.3.2 Publication of straight-in minima is limited to aerodromes where the runway conforms to the Non-Precision Approach Runway standards contained in MOS Part 139, with the following exceptions for GPS non-precision approach procedures.\n\n##### (a) Runway Width and Strip Width. Minimum runway width of 30 m and a minimum strip width of 90 m for procedures limited to code 1, 2 and 3C aeroplanes. For aerodromes with a runway strip width less than 300 m, the MDA must be adjusted in accordance with paragraph 8.1.4.1. Runways accommodating aeroplanes above code 3C require a minimum graded runway strip width in accordance with MOS Part 139.\n\n##### (b) Approach OLS Area and Gradient. The approach OLS area and gradient parameters are as per MOS Part 139, except that the length of inner edge may be reduced to a minimum length equal to the runway strip width provided in accordance with paragraph 8.1.3.2(a). Where an OLS area survey to the Non-Precision Approach Runway criteria is not available, a straight-in approach minima may be published, provided the MDA is 500ft or more above the aerodrome elevation and an operational assessment confirms the visual approach path is clear of obstacles. The visual approach path for these purposes commences at the point where the nominal 3° approach path coincides with the planned MDA. The obstacle free plane extends from this “Nominal Intercept Point” at an altitude equal to the MDA minus MOC, to a point 50 ft above the runway threshold. (See Figure 8‑1). Laterally, the visual approach path will commence with a width equal to the runway strip width provided and splay at 10% to the visual approach point described above.\n\n![Visual descent segment](image.004.png)\n\nFigure 8‑1: Visual descent segment\n\n##### (c) Surface Wind Information. Surface wind information must be provided in accordance with CAO 92.2.\n\n##### (d) Runway Edge Lighting. Runway edge lighting shall have 60 m spacing, except that existing 90 m spacing is acceptable subject to assessment for Non-Precision Approach Runways intended to be used in visibility conditions of 1.5 km or more. The suitability of existing 90 m spaced lighting for night approaches must be assessed during the instrument approach validation process.\n\n### 8.1.4 Visual Segment Limitations\n\n#### 8.1.4.1 Runway Strip Width less than 300 Metres. Where a straight-in procedure is approved to a runway with a runway strip width of less then 300 m, the minimum obstacle clearance height (OCH) for straight-in procedures required must be no lower than the final segment minimum obstacle clearance plus\n\n![Formula — runway strip width less than 300 metres and the minimum obstacle clearance height for straight-in procedures.](image.005.png) metres\n\n> Note: The minimum OCH for straight-in procedures referred to in paragraph 8.1.4.1 is as follows:\n\n> Note: (a) Precision:\n\n> Note: As determined by OAS or CRM\n\n> Note: (b) Non-precision (without FAF - 295 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 311\n\n> Note: 180 323\n\n> Note: 150 330\n\n> Note: 90 344\n\n> Note: (c) Non-precision (with FAF - 246 ft MOC):\n\n> Note: Runway Strip Width (m) Minimum OCH (ft)\n\n> Note: 230 262\n\n> Note: 180 274\n\n> Note: 150 281\n\n> Note: 90 295\n\n#### 8.1.4.2 Parallel Runways—Sidestep Procedures. Sidestep procedures shall have a visual segment ceiling not less than that derived from the following formula:\n\n![Formula — Parallel Runways – Sidestep Procedures.](image.006.png) 318.4 + F\n\n#### Where VS = visual segment ceiling (feet)\n\n#### X = ceiling for final segment C/L intercept of 30°\n\n#### Values are:\n\n#### CAT A: 300\n\n#### CAT B: 330\n\n#### CAT C: 435\n\n#### CAT D: 540\n\n#### D = distance between parallel runways in nautical miles\n\n#### F = factor; for CAT A: 48; CAT B: 82; CAT C: 118; CAT D: 153.\n\n#### (above values are in feet)\n\n### 8.1.5 OCA and Descent Limits\n\n#### 8.1.5.1 In addition to the requirements of PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH, the following factors are to be taken into account in determining OCA:\n\n##### (a) Accuracy of Maps and Charts. The vertical and horizontal accuracy of the maps and charts used during instrument approach procedure design must be accounted for. In particular:\n\n###### (i) if the vertical accuracy of the map or chart cannot be determined a value of ± 10 m must be used;\n\n###### (ii) if terrain height is being determined from contour information, the height of the highest terrain must be assumed to be the height of the highest contour plus the contour interval of the map;\n\n###### (iii) spot height information does not attract any accuracy superior to that of contour information—therefore, despite the presence of spot height information, terrain height must be calculated from contour data in accordance with paragraphs 8.1.5.1(a)(i) and 8.1.5.1(a)(ii) above.\n\n###### (iv) survey control point information and the elevation of the top of some structures are subject to specific survey—therefore, these heights may be used without adding the map/chart vertical accuracy described in this sub-paragraph.\n\n##### (b) Forecast Altimeter Setting Error.\n\n###### (i) at aerodromes where a 24-hour ATC tower service is not provided, and a TAF is issued on a 24-hour basis (TAF Category 1 or 2 aerodrome), an allowance of 100 ft (3 hPA) must be added to the lowest OCA;\n\n###### (ii) for aerodromes where a TAF may not be available 24 hours per day, an allowance of 150 ft (5 hPA) must be added to the lowest OCA;\n\n###### (iii) the published MDA box will be shaded in both cases to permit a reduction of 100 ft to MDA if local QNH is available from an approved source.\n\n##### (c) Obstacles.\n\n###### (i) all known obstacles, including vegetation, must be accounted for. In addition, an allowance must be made for vegetation growth and the erection of new obstacles in the period between obstacle surveys. The allowance for these factors must be 100 ft over open country or water suitable only for leisure boating and 200 ft over tropical rain forest, open water, or built-up areas. In the event of known obstacles exceeding these values, the greater value must be used.\n\n### 8.1.6 Visibility\n\n#### 8.1.6.1 Definitions. In paragraphs 8.1.6.1A to 8.1.6.1D:\n\nAPLL, in relation to a runway, means:\n\n#### (a) the length of an ALS, for the runway, in metres; or\n\n#### (b) if there is NALS in relation to the runway — zero metres.\n\nMDH means minimum descent height.\n\nstraight-in approach procedure aligned with runway centreline means a straight-in approach procedure, for a runway, which:\n\n#### (a) utilises precision approach (ILS or GLS), ILS localiser, GNSS, VOR, or NDB, guidance for the final approach segment, and\n\n#### (b) for which the final approach track is offset by:\n\n(i) for a Cat A or B aeroplane — not more than 10 degrees from the runway centreline; or\n\n(ii) for a Cat C or D aeroplane — not more than 5 degrees from the runway centreline.\n\nTCH means threshold crossing height.\n\nVPA means vertical path angle, in degrees.\n\n8.1.6.1A Application of procedures for determining minimum RVR, or visibility, for certain straight-in approach procedures. The procedures for determining minimum RVR, or visibility, under paragraphs 8.1.6.1B and 8.1.6.1C apply to any of the following straight-in approach procedures:\n\n#### (a) a precision approach procedure with a DH of not less than 200 ft;\n\n#### (b) an approach procedure with vertical guidance;\n\n#### (c) a non-precision approach procedure;\n\nwhich meets the PANS-OPS Vol II, or ICAO Doc 9905, requirements for a straight-in approach procedure.\n\n8.1.6.1B Method for determining minimum RVR or visibility — straight-in approach procedure aligned with runway centreline. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.007.png);\n\n#### (b) the value, as an RVR or visibility, stated in column 1, 2, 3 or 4 of Table 8.1, relevant to the type of ALS in relation to a runway stated in the first row of the table.\n\nTable 8-1: Minimum RVR or visibility\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:404.75pt; margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"width:53.9pt; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid; line-height:115%\"><a id=\"_Hlk48657631\"><span style=\"font-weight:bold\">Type of ALS</span></a></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">FALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 1)</span></p></td><td style=\"width:75.15pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">IALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column2)</span></p></td><td colspan=\"2\" style=\"width:96.45pt; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">BALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 3)</span></p></td><td style=\"width:68.05pt; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">NALS</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">(Column 4)</span></p></td></tr><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\"></span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:75.15pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td><td style=\"width:39.75pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR</span></p></td><td style=\"width:53.9pt; border:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Visibility</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span style=\"font-weight:bold\">RVR or Visibility</span></p></td></tr></thead><tbody><tr><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt; vertical-align:top\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>Distance (metres)</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>550</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:75.15pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>800</span></p></td><td style=\"width:39.75pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,000</span></p></td><td style=\"width:53.9pt; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; text-align:center; line-height:115%\"><span>1,200</span></p></td><td style=\"width:68.05pt; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:1.02pt; padding-left:1.02pt\"><p style=\"margin-top:6pt; margin-left:18pt; line-height:115%\"><span>1,500</span></p></td></tr></tbody></table>\n```\n\n8.1.6.1C Method for determining minimum RVR or visibility — other straight-in procedures. Subject to paragraph 8.1.6.1D, for a straight-in approach procedure mentioned in paragraph 8.1.6.1A, which is not a straight-in approach procedure aligned with runway centreline, the minimum RVR, or visibility, for the procedure is the greater of the following:\n\n#### (a) ![](image.008.png);\n\n#### (b) 1 500 m.\n\n8.1.6.1D Use of RVR minimum. For paragraphs 8.1.6.1B and 8.1.6.1C, an RVR minimum may be used only for a procedure to approach a runway equipped with electronic RVR measuring equipment.\n\n8.1.6.2 Maximum RVR or visibility. For a straight-in approach procedure, the maximum RVR, or visibility, for the procedure is 5 km.\n\n8.1.6.2A Minimum Values for Precision Approach Category II and III procedures. For an approach type mentioned in column 1 of Table 8-1A, the minimum RVR values approved for precision approach Category II or III procedures are those in column 2 of the Table which, subject to the runway capability conditions mentioned in column 3 of the Table, correspond to the approach type.\n\nTable 8-1A: Category II and III minimum visibility based on runway capability\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"margin-left:56.45pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr><td style=\"border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>Approach type (Column</span><span> </span><span>1)</span></p></td><td style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Minimum RVR (metres)</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 2)</span></p></td><td style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"text-align:center; line-height:115%\"><span style=\"font-weight:bold\">Runway capability</span></p><p class=\"TableHeading\" style=\"margin-bottom:6pt\"><span>(Column 3)</span></p></td></tr></thead><tbody><tr><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category II</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>350</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>II.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Touchdown Zone (TDZ) RVR sensor and at least 1 RVR sensor at either the MID point or END zone.</span></p></td></tr><tr><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>300</span></p></td><td style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>In addition to the runway capability requirements for operations with a minimum RVR of 350</span><span> </span><span>m, the runway has:</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(a)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>runway centreline lighting with a longitudinal spacing that applies to a runway intended for use in RVR conditions less than a value of 350</span><span> </span><span>m; and</span></p><p style=\"margin-top:3pt; margin-left:35.45pt; margin-bottom:3pt; text-indent:-35.45pt; page-break-after:avoid\"><span>(b)</span><span style=\"width:20.78pt; text-indent:0pt; display:inline-block\"> </span><span>either:</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(i)</span><span style=\"width:24.79pt; text-indent:0pt; display:inline-block\"> </span><span>an ILS classified at least II/D/2; or</span></p><p style=\"margin-top:3pt; margin-left:70.9pt; margin-bottom:3pt; text-indent:-35.45pt\"><span>(ii)</span><span style=\"width:22.13pt; text-indent:0pt; display:inline-block\"> </span><span>taking into account any associated operating limitation, a precision approach facility that has performance characteristics at least equivalent to an ILS classified at least II/D/2.</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left\"><span>Precision approach Category IIIA</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"page-break-after:avoid\"><span>175</span></p></td><td rowspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach runway Category</span><span> </span><span>III.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>Precision approach Category II and III lighting system.</span></p><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-after:avoid\"><span>RVR sensors at all zones.</span></p></td></tr><tr style=\"height:47pt\"><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIB</span></p></td><td style=\"border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>75</span></p></td></tr><tr><td style=\"border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p class=\"TableHeading\" style=\"margin-top:3pt; margin-bottom:3pt; text-align:left; page-break-after:auto\"><span>Precision approach Category IIIC</span></p></td><td colspan=\"2\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt\"><p><span>Not applicable in the Australian environment.</span></p></td></tr></tbody></table>\n```\n\n> Note: Visibility values for Special Authorisation Category I procedures and Special Authorisation Category II procedures are stated at paragraphs 8.1.14 and 8.1.15.\n\n8.1.6.3 Circling. Circling visibility must be determined from Table 8-2. (The basis upon which the values for circling visibility have been determined are contained in Table 8-2A.)\n\nTable 8‑2: Circling visibility\n\n| Aircraft Category        | A   | B   | C    | D    | E    |\n| ------------------------ | --- | --- | ---- | ---- | ---- |\n| Circling Visibility (km) | 2.0 | 2.4 | 4.00 | 5.00 | 7.00 |\n\n> Note: The values in Table 8-2 have been determined allowing for an omni directional wind of 25 knots, an achieved bank angle of 25°, an OAT of ISA + 15, an altitude of aerodrome elevation plus 1,000 ft and the average visual manoeuvring speed for the aircraft category. Subject to an absolute minimum value of 2 km, the values were derived using the following formula:\n\n> Note: V = 0.9D\n\n> Note: Where V = circling visibility\n\n> Note: D = diameter of turn at the average manoeuvring speed for category\n\n> Note: 0.9 = minimum downwind spacing, in nautical miles, to achieve alignment on final approach.\n\n> Note: The circling visibility recognises that the pilot of the aircraft must be able to see the runway from the downwind position.\n\nTable 8-2A: Circling visibility values\n\n| Category                    | A     | B      | C      | D      |\n| --------------------------- | ----- | ------ | ------ | ------ |\n| IAS (kt)                    | 90.00 | 125.00 | 170.00 | 195.00 |\n| TAS (1 000 ft, ISA + 15)    | 93.70 | 130.14 | 176.99 | 203.01 |\n| r (km)                      | 0.51  | 0.98   | 1.81   | 2.38   |\n| E (km)                      | 0.21  | 0.29   | 0.39   | 0.45   |\n| D=2r +2E                    | 1.43  | 2.54   | 4.41   | 5.67   |\n| 0.9D                        | 1.29  | 2.29   | 3.97   | 5.11   |\n| Minimum Circling Visibility | 2.00  | 2.40   | 4.00   | 5.00   |\n\n8.1.6.4 Where a procedure terminates outside the circling area, a visual segment may be provided. The visibility for a visual segment must be 5,000 m.\n\n### 8.1.7 State Minima\n\n#### 8.1.7.1 Visibility. The State visibility minima must be the value determined by paragraph 8.1.6, adjusted as follows:\n\n##### (a) for RVR values up to 400 m, the calculated values must be rounded-up to the nearest multiple of 25 m;\n\n##### (aa) for RVR values greater than 400 m and up to 800 m, the calculated values must be rounded-up to the nearest multiple of 50 m;\n\n##### (b) for RVR values greater than 800 m and visibility values up to 1,000 m the calculated values must be rounded-up to the nearest multiple of 100 m;\n\n##### (c) for visibility values greater than 1,000 m, the calculated value must be rounded-up to the nearest multiple of 200 m.\n\nException. For runway approaches it must not be less than the minimum values permitted at paragraphs 8.1.6.1B, 8.1.6.1C, 8.1.6.2A, 8.1.14 and 8.1.15.\n\n> Note: The rounding in paragraph 8.1.7.1 may give inappropriate values when determining visibility for foreign procedures. In such cases, the value determined under paragraph 8.1.6 may be rounded to any value within the following range:\n\n> Note: 1. for RVR values up to 800 m \\=  25 m;\n\n> Note: 2. for RVR values greater than 800 m \\=  50 m;\n\n> Note: 3. for visibility values greater than 1,000 \\=  100 m\n\n#### 8.1.7.2 DA/MDA. The State DA/MDA must not be less than any of the following:\n\n##### (a) the OCA determined in accordance with ICAO PANS‑OPS Vol II or ICAO Doc 9905 for RNP AR APCH and paragraph 8.1.5;\n\n##### (b) the visual segment limitations contained in paragraph 8.1.4;\n\n##### (c) the OCA plus any margin deemed necessary to account for poor ground equipment performance or local conditions;\n\n##### (d) for Category I operations — threshold elevation plus 200 ft;\n\n##### (e) for SA Category I operations — threshold elevation plus 150 ft;\n\n##### (f) for Category II and SA Category II operations — threshold elevation plus 100 ft.\n\n#### 8.1.7.3 RA Height. A radio altimeter (RA) height must be determined and published for each SA Category I, SA Category II and Category II instrument flight procedure.\n\n> Note: A DH or RA height is not required for Category III procedures. If an operator’s approval requires use of a DH for a particular Category III operation, the flight crew will apply the DH specified in the approval.\n\n### 8.1.8 Aerodrome Operating Minima (AOM)\n\n#### 8.1.8.1 AOM must be the higher of the OCA corrected for the factors listed in ICAO Annex 6 or the State DA/MDA. For precision approaches, the State DA must be adjusted for pressure error to determine the AOM. Aircraft pressure error correction must be applied or, alternatively, at least 50 ft added to the DA.\n\n### 8.1.9 General Alternate Minima\n\n#### 8.1.9.1 The general alternate minima must be calculated by adding the tolerance for the forecast ceiling and visibility to the circling minima (500 ft and 2 km).\n\n### 8.1.10 Special Alternate Minima\n\n#### 8.1.10.1 Airborne Equipment. Special Alternate Minima are available only for operations by aircraft with dual ILS/VOR navigation capability (that is, with duplicated LLZ, G/P, Marker and VOR receivers). Although not specified and not required, it is assumed that such aircraft will also have duplicated ADF systems.\n\n#### 8.1.10.2 Ground Equipment. For a location to be considered it must be served by ILS, LLZ or straight in VOR instrument approach procedures to at least two runway directions which are suitable for use by all aircraft likely to use the special low alternate minima.\n\n#### 8.1.10.3 The instrument approach procedures should preferably utilise different VHF ground equipment. However, the use of the same ground equipment for both approaches is acceptable provided the equipment meets the requirements of ICAO Annex 10, Volume 1, Attachment C, Table C2 or Attachment F, as applicable, and an alternative straight in instrument approach procedure which utilises a different aid is available.\n\n#### 8.1.10.4 Other Requirements. Only controlled aerodromes qualify. The Special Alternate Minima shall not be available during any period when ATC and Bureau of Meteorology (BoM) observations and forecasting services are not provided at the aerodrome concerned.\n\n#### 8.1.10.5 Calculation of Special Alternate Minima. To calculate Special Alternate Minima:\n\n##### (a) add 500 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure which provides the greatest advantage.\n\n##### (b) add 400 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of the VHF runway aligned instrument approach procedure to an alternative runway.\n\n##### (c) when required by paragraph 8.1.10.3, add 300 ft ceiling and 1.5 km visibility to the ceiling and visibility minima of any other straight-in instrument approach procedure which utilises an aid other than those used in paragraphs 8.1.10.5(a) and 8.1.10.5(b) above.\n\n#### 8.1.10.6 The alternative minimum is the highest of those obtained above. Ceiling values should be rounded out to the nearest 50 ft. Visibility values should be rounded up to the next higher kilometre or half kilometre.\n\n#### 8.1.10.7 An extra margin over and above those mentioned above may be added if believed to be necessary because of peculiarities in the local weather patterns and/or difficulties in forecasting.\n\n#### 8.1.10.8 Invalidation of Special Alternate Minima. Instructions shall be promulgated in appropriate operational documents requiring aircraft operators/pilots-in-command to monitor the availability of required navigation aids and BoM meteorological services. These will include issuing of appropriate instructions requiring the reversion to standard alternate minima during periods when:\n\n##### (a) local BoM METAR/SPECI are not available;\n\n##### (b) BoM forecasting services are not available;\n\n##### (c) protracted unserviceability (ie. greater than 7 days) of any ground equipment associated with the approach aid exists;\n\n##### (d) an aerodrome control service is not provided.\n\n### 8.1.11 International IFR Operations Outside Australia\n\n#### 8.1.11.1 Alternate minima must be determined:\n\n##### (a) in accordance with paragraph 8.1.9; or\n\n##### (b) by adding forecast tolerances for ceiling and visibility to the minima of the second lowest independent approach procedure suitable for the operation and for which the aircraft is equipped.\n\n> Note: If State forecast tolerances cannot be determined, or there is a doubt on the availability/reliability of the approach aid, a ceiling tolerance of 500 ft and visibility tolerance of 2 km must be used.\n\n#### 8.1.11.2 Except for ILS with approved Category I minima, the procedures used by each navigation system must be independent of each other. In determining alternate criteria, minima lower than ILS Category I must not be considered.\n\n#### 8.1.11.3 If the aerodrome has straight-in procedures to a runway that is not suitable for the operation and if circling is approved, the alternate minima must not be lower than the circling minima plus the forecast tolerances.\n\n#### 8.1.11.4 The approved alternate minima must be the greater of:\n\n##### (a) the values determined by the foregoing paragraphs;\n\n##### (b) the values approved by the State operating the aerodrome;\n\n##### (c) 400 ft ceiling and 1,600 m visibility where the values determined in paragraph 8.1.11.4(a) above are based entirely on precision landing minima; or\n\n##### (d) 800 ft ceiling and 3,000 m visibility where the values determined for paragraph 8.1.11.4(a) above are not based solely on precision landing minima.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for an approach to a point not later than 2 NM prior to the FAF.\n\n#### 8.1.11.5 The alternate minima determined above will vary with aerodrome, aircraft and radio aid serviceability and may be assessed only immediately prior to departure.\n\n> Notes: 1. Independent means that the two procedures will not utilise a common radio navigation aid.\n\n> Note: 2. Where provided, a terminal area radar control service may be considered as an independent radio navigation aid for the following parts of the procedure\n\n> Note: a. approach. To a point defined by CASA which shall not be later than the FAF\n\n> Note: b. missed approach. After a point defined by CASA which shall not be before the acceleration segment.\n\n> Note: 3. A categorised ILS may be considered as two independent procedures.\n\n> Note: 4. Operators may select nominal alternate values for ports. However, this does not absolve the captain of the pre-flight planning responsibility referred to in paragraph 8.1.11.5. Further, the operator must demonstrate that the value selected will satisfy paragraph 8.1.11 for all operations, both scheduled and unscheduled which may occur during the calendar period of application of the values selected. The demonstration must account for the three standard deviation wind values for both landing and crosswind components and may account for a downwind landing to the value allowed in the relevant aircraft certification.\n\n### 8.1.12 Australian Differences to ICAO PANS-OPS Vol II\n\n#### 8.1.12.1 Circling Area. Where the circling area has been segmented to facilitate a lower minima and the missed approach point is located within the NO CIRCLING area, the area should be extended by an arc of no less than 2 NM to include the missed approach point within the applicable circling area. (See Figure 8‑3.)\n\n![Circling area modified to exclude MAPT](image.009.png)\n\nFigure 8‑3: Circling area modified to exclude MAPT\n\n#### 8.1.12.2 Height Above Aerodrome (HAA) and Height Above Threshold (HAT). The minima for non-precision approach procedures shall include a HAA, and for precision approach procedures shall include a HAT.\n\n#### 8.1.12.3 GPS Non-Precision Approach Missed Approach Procedures—Use of Secondary Areas. This instruction clarifies the application of secondary areas in the design of GPS NPA missed approach procedures within the Australian FIR.\n\n##### (a) ICAO PANS-OPS Vol II Part III paragraph 33.7.2 and Appendix paragraph 6.5 support the use of secondary areas for GPS NPA missed approach design. However, the text following the asterisks in Figures III-33-6 and III-33-7 state that, until further operational experience is obtained with basic GNSS receivers, the full width of the missed approach area should be treated as the primary area.\n\n##### (b) Until the ICAO position is reviewed, the following standards are to be applied to GPS NPA missed approach design within the Australian FIR. The provisions of PANS-OPS Vol II Part III paragraph 7.2.2 may be used for straight missed approach segments. Secondary areas will not apply to turning missed approach procedures after the earliest turn point on the inner edge of the turn and the intersection of the extended secondary splay and the wind spiral on the outer edge of the turn. Refer to PANS-OPS Vol II Part III paragraph 7.3.5.5 and Figure III-7-23 and III-7-27.\n\n#### 8.1.12.4 Location of missed approach point\n\n8.1.12.4.1 For a runway-aligned approach, the missed approach point (MAPt) must be located at or before the threshold.\n\n8.1.12.4.2 Where the final approach is not aligned with the runway centre line, the optimum location is the intersection of the final approach course and the extended runway centre line.\n\n8.1.12.4.3 The MAPt may be moved closer to the FAF to provide obstacle clearance in the missed approach area provided that the MDA/H is not lower than the altitude/height on the design descent gradient at the MAPt.\n\n### 8.1.13 Table of Operationally Equivalent Values\n\n#### 8.1.13.1 The following metres (m) to statute mile (mile (statute)) or feet (ft) value are deemed to be equivalent for operational purposes.\n\nTable 8‑3: Operationally Equivalent Values\n\n| Visibility                   | RVR                 |\n| ---------------------------- | ------------------- |\n| 400 m = ¼ mile (statute)     | 50 m = 150 ft       |\n| 800 m = ½ mile (statute)     | 75 m = 250 ft       |\n| 1,200 m = ¾ mile (statute)   | 100 m = 300 ft      |\n| 1,600 m = 1 mile (statute)   | 150 m = 500 ft      |\n| 2,000 m = 1 ¼ mile (statute) | 175 m = 600 ft      |\n| 2,400 m = 1 ½ mile (statute) | 200 m = 700 ft      |\n| 2,800 m = 1 ¾ mile (statute) | 300 m = 1,000 ft    |\n| 3,200 m = 2 mile (statute)   | 350 m = 1,200 ft    |\n| 3,600 m = 2 ¼ mile (statute) | 400 m = 1,400 ft    |\n| 4,000 m = 2 ½ mile (statute) | 500 m = 1,600 ft    |\n| 4,400 m = 2 ¾ mile (statute) | 550 m = 1,800 ft    |\n| 4,800 m = 3 mile (statute)   | 600 m = 2,000 ft    |\n|                              | 800 m = 2,400 ft    |\n|                              | 1,000 m = 3,000 ft  |\n|                              | 1,200 m = 4,000 ft  |\n|                              | 1,600 m = 5,000 ft  |\n|                              | 2,000 m = 6,000 ft. |\n\n### 8.1.14 Special Authorisation Category I Approach Procedures\n\n#### 8.1.14.1 Scope. Paragraph 8.1.14 provides the requirements for designing and publishing an SA Category I approach procedure at a runway with reduced lighting with:\n\n##### (a) a DH of 150 ft or higher; and\n\n##### (b) a visibility minimum of 450 m or longer RVR.\n\n#### 8.1.14.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category I instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------ |\n\n#### 8.1.14.3 Runway Eligibility. An SA Category I approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category I, SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category I and SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.14.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category I operations, including information about whether the precision approach aid is suitable for only HUD-equipped aircraft.\n\n#### 8.1.14.5 Instrument Approach Procedure. The approach procedure must be designed in accordance with the standards PANS‑OPS Category I or II criteria, using the Height loss/altimeter margin for radio altimeters.\n\n#### 8.1.14.6 The SA Category I DH minimum must be the higher of the following:\n\n##### (a) 150 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.14.7 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.14.8 The SA Category I RVR minima must be derived in accordance with Table 8‑4, taking into account the type and length of the ALS and the DH.\n\nTable 8-4: SA Category I operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:81.28%; margin-left:57.85pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td rowspan=\"3\" style=\"width:20%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:6pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"4\" style=\"border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of approach lighting system</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td colspan=\"4\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>150 – 170</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>550</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>650</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>800</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>171 – 185</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:20%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>186 – 200</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>500</span></p></td><td style=\"width:17.98%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>750</span></p></td><td style=\"width:22.02%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>900</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.14.9 Instrument Approach Chart. On the instrument approach chart for SA Category I approach procedures:\n\n##### (a) the SA Category I minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect; and\n\n##### (b) for procedures that are limited to HUD-only operations — a method must be used to clearly indicate this limitation.\n\n### 8.1.15 Special Authorisation Category II Approach Procedures\n\n#### 8.1.15.1 Scope. Paragragh 8.1.15 provides the requirements for designing and publishing an SA Category II approach procedure with:\n\n##### (a) a DH of 100 ft or higher; and\n\n##### (b) a visibility minimum of 350 m or longer RVR.\n\n| Note: As detailed below, for an SA Category II approach procedure, the landing system and some ground facilities must meet all Category II requirements. However, Category II and III approach lighting, TDZ lighting and runway centreline lighting is not necessarily required. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.2 Air Traffic Control. The aerodrome at which the runway is located must be a controlled aerodrome.\n\n| Note: Aircraft operators will not be permitted to conduct SA Category II instrument approach operations unless aerodrome control is in operation. |\n| ------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.3 Runway Eligibility. An SA Category II approach procedure must not be designed for a runway unless:\n\n##### (a) the runway has, or is qualified for, a precision approach Category I ILS procedure; and\n\n##### (b) the aerodrome operator has given the designer information that the runway meets the requirements of the Manual of Standards (MOS) – Part 139 Aerodromes for SA Category II, Category II or Category III instrument approach operations.\n\n| Note: The specifications for a runway suitable for supporting SA Category II instrument approach operations can be found in Chapter 2 of the Manual of Standards (MOS) – Part 139 Aerodromes. |\n| --------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------------- |\n\n#### 8.1.15.4 Precision Approach Facilities. The relevant aeronautical telecommunications service and radio navigation service provider must have given the designer information that the runway has precision approach facilities suitable for SA Category II operations.\n\n#### 8.1.15.5 Instrument Approach Procedure. The SA Category II DH minimum must be the higher of the following:\n\n##### (a) 100 ft;\n\n##### (b) the calculated OCH.\n\n#### 8.1.15.6 The RA and DA minima must be calculated directly from the calculated DH value without rounding.\n\n#### 8.1.15.7 The SA Category II RVR minima must be the longest of the following:\n\n##### (a) for a runway with TDZ lights and no runway centreline lights — 400 m;\n\n##### (b) for a runway with no TDZ lights and no runway centreline lights — 450 m;\n\n##### (c) the distance derived in accordance with Table 8‑5, taking into account the type and length of the ALS, the aircraft category and the DH.\n\nTable 8-5: SA Category II operation RVR minima\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:77.62%; margin-left:86.2pt; border:0.75pt solid #000000; border-collapse:collapse\"><thead><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Type of ALS</span></p></td><td colspan=\"2\" style=\"border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">FALS</span></p></td><td style=\"width:16.54%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">IALS</span></p></td><td style=\"width:18.52%; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">BALS</span></p></td><td style=\"width:18.56%; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:bottom\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">NALS</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">Aircraft category</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – C</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">D</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">A – D</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">DH (ft)</span></p></td><td colspan=\"5\" style=\"border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span style=\"font-weight:bold\">RVR (m)</span></p></td></tr></thead><tbody><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>100 – 120</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>350</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>450</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid; page-break-after:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>121 – 140</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>450</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>700</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>141 – 160</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:18.52%; border:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>600</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; border-bottom:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr><tr style=\"height:4.8pt\"><td style=\"width:16.7%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>161 – 199</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>400</span></p></td><td style=\"width:13.14%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>500</span></p></td><td style=\"width:16.54%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>550</span></p></td><td style=\"width:18.52%; border-top:0.75pt solid #000000; border-right:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>650</span></p></td><td style=\"width:18.56%; border-top:0.75pt solid #000000; border-left:0.75pt solid #000000; padding-right:5.03pt; padding-left:5.03pt; vertical-align:top\"><p style=\"margin-top:3pt; margin-bottom:3pt; text-align:center; page-break-inside:avoid\"><span>750</span></p></td></tr></tbody></table>\n```\n\n#### 8.1.15.8 Instrument Approach Chart. On the instrument approach chart for SA Category II approach procedures, the SA Category II minima must be associated with a chart note stating ‘Special aircrew and aircraft certification required’ or similar words to that effect.","sortOrder":531},{"sectionNumber":"8.2","sectionType":"part","heading":"Lowest Safe Altitudes","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":532},{"sectionNumber":"8.2.1 Lowest Safe Altitudes","sectionType":"division","heading":"8.2.1 Lowest Safe Altitudes","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":533},{"sectionNumber":"8.2.1.1 ICAO Annex 11 Chap 2 outlines th","sectionType":"subdivision","heading":"8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":534},{"sectionNumber":"8.2.1.2 The purpose of this standard is ","sectionType":"subdivision","heading":"8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":535},{"sectionNumber":"(a) effective areas;","sectionType":"section","heading":"(a) effective areas;","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":536},{"sectionNumber":"(b) charts;","sectionType":"section","heading":"(b) charts;","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":537},{"sectionNumber":"(c) altitude tolerances;","sectionType":"section","heading":"(c) altitude tolerances;","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":538},{"sectionNumber":"(d) failure of radio navigation aids;","sectionType":"section","heading":"(d) failure of radio navigation aids;","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":539},{"sectionNumber":"(e) applicability.","sectionType":"section","heading":"(e) applicability.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":540},{"sectionNumber":"8.2.2 Effective Areas","sectionType":"division","heading":"8.2.2 Effective Areas","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":541},{"sectionNumber":"8.2.2.1 Route defined by Radio Navigatio","sectionType":"subdivision","heading":"8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":542},{"sectionNumber":"8.2.2.2 Operations with Area Navigation ","sectionType":"subdivision","heading":"8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":543},{"sectionNumber":"8.2.2.3 RNP operations. For routes flown","sectionType":"subdivision","heading":"8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":544},{"sectionNumber":"8.2.2.4 Navigation Charts. In specifying","sectionType":"subdivision","heading":"8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":545},{"sectionNumber":"8.2.3 Charts","sectionType":"division","heading":"8.2.3 Charts","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":546},{"sectionNumber":"8.2.3.1 The chart recommended for plotti","sectionType":"subdivision","heading":"8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":547},{"sectionNumber":"8.2.3.2 The terrain to be considered in ","sectionType":"subdivision","heading":"8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":548},{"sectionNumber":"(a) when heights are shown on charts by ","sectionType":"section","heading":"(a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":549},{"sectionNumber":"(b) where heights are shown on charts as","sectionType":"section","heading":"(b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":550},{"sectionNumber":"8.2.3.3 As spot height information shown","sectionType":"subdivision","heading":"8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":551},{"sectionNumber":"8.2.3.4 Obstacles shown on Australian pr","sectionType":"subdivision","heading":"8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":552},{"sectionNumber":"8.2.4 Altitude Tolerance","sectionType":"division","heading":"8.2.4 Altitude Tolerance","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":553},{"sectionNumber":"8.2.4.1 Where the corrected highest terr","sectionType":"subdivision","heading":"8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":554},{"sectionNumber":"8.2.4.2 In Australia, where the correcte","sectionType":"subdivision","heading":"8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":555},{"sectionNumber":"8.2.4.3 For operations outside Australia","sectionType":"subdivision","heading":"8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":556},{"sectionNumber":"(a) above 500 ft but not above 15,000 ft","sectionType":"section","heading":"(a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":557},{"sectionNumber":"(b) above 15,000 ft, the LSALT must be 2","sectionType":"section","heading":"(b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":558},{"sectionNumber":"8.2.4.4 The altitude calculated in accor","sectionType":"subdivision","heading":"8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.","content":"## Section 8.2: Lowest Safe Altitudes\n\n### 8.2.1 Lowest Safe Altitudes\n\n#### 8.2.1.1 ICAO Annex 11 Chap 2 outlines the requirement for the publication of Lowest Safe Altitudes (LSALT) and the criteria to be used for their determination. In particular, it states that the LSALT determined shall be at least 1,000 ft above the highest obstacle located within the area concerned.\n\n#### 8.2.1.2 The purpose of this standard is to outline the rules and parameters to be used for the calculation of LSALT for IFR en-route operations. The particular issues addressed are:\n\n##### (a) effective areas;\n\n##### (b) charts;\n\n##### (c) altitude tolerances;\n\n##### (d) failure of radio navigation aids;\n\n##### (e) applicability.\n\n### 8.2.2 Effective Areas\n\n#### 8.2.2.1 Route defined by Radio Navigation Aids or by Dead Reckoning. The area to be considered for the LSALT calculation for a particular route or route segment must be a 5 NM area surrounding and including the route navigation tolerance area. The navigation tolerance must be based on an expanding track tolerance of ± 10.3° from the navigation aids which provide track guidance, and ±15° when no track guidance is available and DR navigation is required to be used. The maximum width of the route navigation tolerance area is 50 NM. For route or route segments served by VORs, the navigation aid coverage to be applied for the determination of the route navigation tolerance area must be the lesser of 60 NM or the maximum coverage published in ERSA. The effective areas for various circumstances are shown at paragraph 8.2.5.\n\n#### 8.2.2.2 Operations with Area Navigation Systems (including GPS). The area to be considered in specifying the LSALT applicable to any route or route segment must be as defined in paragraph 8.2.2.1 with an expanding track tolerance of ±10.3° to a maximum width of 30NM either side of track for conventional area navigation (RNAV) systems and 7 NM for GPS.\n\n#### 8.2.2.3 RNP operations. For routes flown by aircraft operating under a RNP approval, LSALT may be calculated in accordance with the standards contained in ICAO Doc 8168.\n\n#### 8.2.2.4 Navigation Charts. In specifying the LSALT for any latitude/longitude grid, only the area within the latitude/longitude grid need be considered.\n\n### 8.2.3 Charts\n\n#### 8.2.3.1 The chart recommended for plotting navigation tolerance areas and the extraction of terrain/obstacle information is the ICAO 1:1,000,000 WAC Series chart. However, whenever doubt exists concerning the accuracy of the information on the WAC, larger scale maps must be used. The RAAF Joint Operations Graphic (Air) Chart, at a scale of 1:250,000, is ideal for this purpose.\n\n#### 8.2.3.2 The terrain to be considered in the determination of the LSALT for any route segment must be:\n\n##### (a) when heights are shown on charts by spot heights and hachuring only—the highest spot height within the navigation tolerance area.\n\n##### (b) where heights are shown on charts as spot heights, contours and hypsometric tints—the highest spot height within the navigation tolerance area or, where there is no spot height, the highest terrain within the intruding contours.\n\n#### 8.2.3.3 As spot height information shown on charts may not necessarily indicate the highest terrain in that area, it is necessary to examine the contour information to ensure that no higher terrain exists that would control the LSALT. Further, whenever contour intervals are used to determine the highest terrain, then the highest terrain must be assumed to be at the level of the next higher contour.\n\n#### 8.2.3.4 Obstacles shown on Australian produced WACs are generally limited to those having a height of 360 ft (110 m) or more. Therefore, whenever these charts are used for the determination of LSALTs an obstacle allowance of 360 ft must be made. Further, due to this allowance, caution must be exercised when a published tower/mast appears at first to be the critical obstacle. With the addition of the 360 ft obstacle allowance it is possible that the corrected highest terrain within the navigation tolerance area may be higher than the tower/mast first identified as the critical obstacle.\n\n### 8.2.4 Altitude Tolerance\n\n#### 8.2.4.1 Where the corrected highest terrain (refer paragraphs 8.2.3.3 and 8.2.3.4) in the navigation tolerance area for a particular route or route segment is not above 500 ft, and there are no obstacles above 500 ft, the LSALT must be 1,500 ft.\n\n#### 8.2.4.2 In Australia, where the corrected highest terrain or obstacle in the navigation tolerance area for a particular route or route segment is above 500 ft, the LSALT must be 1,000 ft higher than the corrected terrain or obstacle.\n\n#### 8.2.4.3 For operations outside Australia where the highest terrain or obstacle in a particular route or route segment is:\n\n##### (a) above 500 ft but not above 15,000 ft, the LSALT must be 1,000 ft higher than the highest terrain or obstacle, except that where the topographic reliability as shown in the WAC for any portion of the navigation tolerance area for the route or route segment is not ‘A’ (that is, compiled from accurate topographic maps and surveys), the LSALT must be 2,000 ft higher than the highest terrain in the navigation tolerance area;\n\n##### (b) above 15,000 ft, the LSALT must be 2,000 ft higher than the highest terrain or obstacle in the navigation tolerance area.\n\n#### 8.2.4.4 The altitude calculated in accordance with the above must be rounded up to the next highest 100 ft increment.\n\n### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":559},{"sectionNumber":"8.2.5 Navigation Tolerance Area Construc","sectionType":"division","heading":"8.2.5 Navigation Tolerance Area Construction—Examples","content":"### 8.2.5 Navigation Tolerance Area Construction—Examples\n\n![Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more](image.010.png)\n\nFigure 8‑4: Overlapping nav-aid coverage on route segment with each coverage half length of segment or more or coverage of destination nav-aid half length of segment or more\n\n![Coverage of destination nav-aid less than half-length of segment](image.011.png)\n\nFigure 8‑5: Coverage of destination nav-aid less than half-length of segment\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome](image.012.png)\n\nFigure 8‑6: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines intersect 15° lines from departure aerodrome\n\n![No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome](image.013.png)\n\nFigure 8‑7: No nav-aid at departure aerodrome, nav-aid at destination with coverage such that 10.3° lines do not intersect 15° lines from departure aerodrome\n\n![Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)](image.014.png)\n\nFigure 8‑8: Nav-aid at departure aerodrome, no nav-aid at destination—segment distance not exceeding 275 NM (10.3° diverges 50 NM in 275 NM)\n\n![Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM](image.015.png)\n\nFigure 8‑9: Nav-aid at departure aerodrome, no nav-aid at Destination—segment distance exceeding 275 NM\n\n![Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)](image.016.png)\n\nFigure 8‑10: Route segment without nav-aids — segment distance not exceeding 186 NM (15° diverges 50 NM from track in 186 NM)\n\n![Route segment without nav-aids—segment distance exceeding 186 NM](image.017.png)\n\nFigure 8‑11: Route segment without nav-aids—segment distance exceeding 186 NM\n\n![As for Figure 8 5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track](image.018.png)\n\nFigure 8‑12: As for Figure 8‑5, but 10.3° lines expand to maximum distance of 50 NM either side of track—in no case is the maximum width of basic area inside 5 NM buffer are greater than 50 NM either side of track\n\n![Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF](image.019.png)\n\nFigure 8‑13: Route segment with intermediate reporting point (no positive fix) basic area for A-B is ADEF and for B-C is GDCF\n\n![Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment](image.020.png)\n\nFigure 8‑14: Route segment with change of direction at D.R position — coverage of destination nav-aid not less than length of second sector of route segment\n\n![Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment](image.021.png)\n\nFigure 8‑15: Route segment with change of direction at D.R position—coverage of destination nav-aid less than length of second sector of route segment\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)](image.022.png)\n\nFigure 8‑16: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid not less than length of second sector of route segment (NB: diagram shows DME at A; DME fix area would be different if DME at another position)\n\n![Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)](image.023.png)\n\nFigure 8‑17: Route segment with change of direction at DME/azimuth aid fix—coverage of destination nav-aid less than length of second sector of route segment (NB: diagram shows DME at A. DME fix area would be different if DME at another position)","sortOrder":560},{"sectionNumber":"8.3","sectionType":"part","heading":"DME/GPS Arrivals","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":561},{"sectionNumber":"8.3.1 Introduction to DME/GPS Arrival Pr","sectionType":"division","heading":"8.3.1 Introduction to DME/GPS Arrival Procedures","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":562},{"sectionNumber":"8.3.1.1 A DME/GPS arrival procedure is d","sectionType":"subdivision","heading":"8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":563},{"sectionNumber":"8.3.1.2 The procedure normally uses a DM","sectionType":"subdivision","heading":"8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":564},{"sectionNumber":"8.3.1.3 In designing a DME/GPS arrival, ","sectionType":"subdivision","heading":"8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":565},{"sectionNumber":"8.3.2 DME/GPS Arrival Procedure Design","sectionType":"division","heading":"8.3.2 DME/GPS Arrival Procedure Design","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":566},{"sectionNumber":"8.3.2.1 DME/GPS arrivals are instrument ","sectionType":"subdivision","heading":"8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 — OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).","content":"#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival","sortOrder":567},{"sectionNumber":"8.3.2.2 DME/GPS arrivals shall:","sectionType":"subdivision","heading":"8.3.2.2 DME/GPS arrivals shall:","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":568},{"sectionNumber":"(a) not terminate below the circling min","sectionType":"section","heading":"(a) not terminate below the circling minima.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":569},{"sectionNumber":"(b) normally have the following segment ","sectionType":"section","heading":"(b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":570},{"sectionNumber":"(i) initial segment—5 NM;","sectionType":"section","heading":"(i) initial segment—5 NM;","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":571},{"sectionNumber":"(ii) intermediate segment—5 NM;","sectionType":"section","heading":"(ii) intermediate segment—5 NM;","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":572},{"sectionNumber":"(iii) final segment—as required;","sectionType":"section","heading":"(iii) final segment—as required;","content":"###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.","sortOrder":573},{"sectionNumber":"(c) be designed with a MAPT;","sectionType":"section","heading":"(c) be designed with a MAPT;","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":574},{"sectionNumber":"(d) assume that manoeuvring across secto","sectionType":"section","heading":"(d) assume that manoeuvring across sectors is minimised after the intermediate fix;","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":575},{"sectionNumber":"(e) not utilise the 15% horizontal gradi","sectionType":"section","heading":"(e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":576},{"sectionNumber":"8.3.2.3 The navigation tolerances applic","sectionType":"subdivision","heading":"8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":577},{"sectionNumber":"8.3.3 Obstacle Clearance","sectionType":"division","heading":"8.3.3 Obstacle Clearance","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":578},{"sectionNumber":"8.3.3.1 Minimum obstacle clearance is as","sectionType":"subdivision","heading":"8.3.3.1 Minimum obstacle clearance is as follows:","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":579},{"sectionNumber":"(a) initial approach and en-route segmen","sectionType":"section","heading":"(a) initial approach and en-route segments — 1,000 ft;","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":580},{"sectionNumber":"(b) intermediate approach segment — 500 ","sectionType":"section","heading":"(b) intermediate approach segment — 500 ft;","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":581},{"sectionNumber":"(c) final approach segment — 300 ft.","sectionType":"section","heading":"(c) final approach segment — 300 ft.","content":"##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.","sortOrder":582},{"sectionNumber":"8.3.4 DME/GPS Steps","sectionType":"division","heading":"8.3.4 DME/GPS Steps","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":583},{"sectionNumber":"8.3.4.1 These steps are determined by th","sectionType":"subdivision","heading":"8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":584},{"sectionNumber":"8.3.4.2 Except in cases of control area ","sectionType":"subdivision","heading":"8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":585},{"sectionNumber":"8.3.4.3 The design of the steps should b","sectionType":"subdivision","heading":"8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.","content":"#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps","sortOrder":586},{"sectionNumber":"8.3.5 Minimum Altitudes","sectionType":"division","heading":"8.3.5 Minimum Altitudes","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":587},{"sectionNumber":"8.3.5.1 The minimum altitudes applicable","sectionType":"subdivision","heading":"8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":588},{"sectionNumber":"8.3.6 Missed Approach","sectionType":"division","heading":"8.3.6 Missed Approach","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":589},{"sectionNumber":"8.3.6.1 The MAPT is either the azimuth f","sectionType":"subdivision","heading":"8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":590},{"sectionNumber":"8.3.6.2 The missed approach areas and th","sectionType":"subdivision","heading":"8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":591},{"sectionNumber":"8.3.7 Method of Production","sectionType":"division","heading":"8.3.7 Method of Production","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":592},{"sectionNumber":"8.3.7.1 The following steps must be foll","sectionType":"subdivision","heading":"8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":593},{"sectionNumber":"(a) Obtain appropriate WAC, 1:250 000 Mi","sectionType":"section","heading":"(a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":594},{"sectionNumber":"(b) Plot the required track or sector on","sectionType":"section","heading":"(b) Plot the required track or sector on the WAC and largest scale map available.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":595},{"sectionNumber":"(c) Plot the primary and secondary axes ","sectionType":"section","heading":"(c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":596},{"sectionNumber":"(d) From the ERC or Area Chart determine","sectionType":"section","heading":"(d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":597},{"sectionNumber":"(e) List the elevation and DME/GPS dista","sectionType":"section","heading":"(e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":598},{"sectionNumber":"(f) Add to the identified obstacles the ","sectionType":"section","heading":"(f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":599},{"sectionNumber":"(g) Plot the obstacles on a sheet of gra","sectionType":"section","heading":"(g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":600},{"sectionNumber":"(h) Construct MOC DME/GPS steps by drawi","sectionType":"section","heading":"(h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).","content":"##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps","sortOrder":601},{"sectionNumber":"(i) If the route or sector is in control","sectionType":"section","heading":"(i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":602},{"sectionNumber":"(j) It is desirable to provide a steady ","sectionType":"section","heading":"(j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","content":"## Section 8.3: DME/GPS Arrivals\n\n### 8.3.1 Introduction to DME/GPS Arrival Procedures\n\n#### 8.3.1.1 A DME/GPS arrival procedure is designed to permit an aircraft to descend from an en-route altitude at or above the lowest safe altitude to a minimum altitude at an aerodrome using DME or GPS distance measurement and ground based azimuth guidance facilities. The procedure is prescribed for particular tracks or sectors and takes the form of a series of descending steps at appropriate distances.\n\n#### 8.3.1.2 The procedure normally uses a DME that is located close to the azimuth facility but in some cases use is made of a remote beacon. Procedures must be contained within the demonstrated coverage of the navigation aids used. Where more than one tracking aid exists at an aerodrome, tracking is normally permitted to either aid. However, only one GPS reference waypoint is nominated as the GPS distance source. The GPS reference waypoint is either the position of the azimuth aid nearest the DME for DME/GPS procedures, or the position of the primary azimuth aid for GPS only procedures. Azimuth and distance tolerances must be accounted for when determining obstacle or airspace clearance.\n\n#### 8.3.1.3 In designing a DME/GPS arrival, allowances are to be made for terrain clearance, navigational tolerances and errors in DME/GPS distance measurement. In addition, steps are to be designed to maintain an aircraft in controlled airspace where this is applicable to the particular route. Details of the allowances are set out in the following paragraphs.\n\n### 8.3.2 DME/GPS Arrival Procedure Design\n\n#### 8.3.2.1 DME/GPS arrivals are instrument approach procedures. DME and DME/GPS arrival procedures are not included in ICAO DOC 8168 – OPS/611 Volume II, but are designed using the criteria contained in that document applicable to non-precision approaches and therefore have initial, intermediate and final approach segments. To account for control area steps, the step information is frequently extended beyond the initial approach fix (IAF) into the en-route segment. The method of blending the en-route segment to the procedure is shown in Figure 8‑18. Should the procedure be for a sector, the centreline of Figure 8‑18 is expanded by the size of the sector (Figure 8‑19).\n\n![Track DME/GPS arrival](image.024.png)\n\nFigure 8‑18: Track DME/GPS arrival\n\n![Sector DME/GPS arrival](image.025.png)\n\nFigure 8‑19: Sector DME/GPS arrival\n\n#### 8.3.2.2 DME/GPS arrivals shall:\n\n##### (a) not terminate below the circling minima.\n\n##### (b) normally have the following segment lengths (variations must be noted on charts by reference to DME distance):\n\n###### (i) initial segment—5 NM;\n\n###### (ii) intermediate segment—5 NM;\n\n###### (iii) final segment—as required;\n\nExample:\n\nIf a procedure is based on a DME which is 1 NM beyond the azimuth aid and the procedure has standard length segments, the DAP would have to show ‘IAF 16 DME, FAF 6 DME’.\n\n##### (c) be designed with a MAPT;\n\n##### (d) assume that manoeuvring across sectors is minimised after the intermediate fix;\n\n##### (e) not utilise the 15% horizontal gradient provisions of PANS-OPS Vol II paragraph 2.8.4 for sector procedures except in the final segment.\n\n#### 8.3.2.3 The navigation tolerances applicable to the facility which may be used to assist azimuth guidance are contained in ICAO PANS-OPS Chap 2, as are those applicable to DME. The GPS fix tolerance is 2NM for segments at or beyond 25NM from the nominated reference aid (based on GPS receiver operating in the en-route mode) and 1 NM for segments within 25NM of the nominated reference aid (based on the receiver operating in the terminal mode).\n\n### 8.3.3 Obstacle Clearance\n\n#### 8.3.3.1 Minimum obstacle clearance is as follows:\n\n##### (a) initial approach and en-route segments – 1,000 ft;\n\n##### (b) intermediate approach segment – 500 ft;\n\n##### (c) final approach segment – 300 ft.\n\n> Note: 1. No allowance may be made in the final segment MOC for the use of a FAF.\n\n> Note: 2. When determining the height of terrain from contours, the next highest contour to that included in this splay will be used for clearance purposes.\n\n### 8.3.4 DME/GPS Steps\n\n#### 8.3.4.1 These steps are determined by the radius of an arc drawn from the DME beacon or GPS reference waypoint through the primary and secondary areas. It will determine the passage of obstruction and/or control area steps or boundaries significant to the last prescribed altitude. To this radius is applied the appropriate DME or GPS fix tolerance as specified in paragraph 8.3.2.3.\n\n#### 8.3.4.2 Except in cases of control area boundaries, DME/GPS steps will provide descent to altitudes lower than the lowest safe altitude for the route segment.\n\n#### 8.3.4.3 The design of the steps should be such as to ensure that an aircraft will be able to conduct a normal type of descent without detriment to the efficiency of the procedure. For instance, the steps should be so arranged that a steady descent will result, rather than a series of steps, which if followed by an aircraft, would require large variations in the rate of descent. Figure 8‑20 shows an example of good design.\n\n![DME/GPS arrival steps](image.026.png)\n\nFigure 8‑20: DME/GPS arrival steps\n\n### 8.3.5 Minimum Altitudes\n\n#### 8.3.5.1 The minimum altitudes applicable to DME/GPS arrivals will normally be the circling minimum altitudes associated with the azimuth facility. In many cases, however, it is not possible for an aircraft to descend to these altitudes, due to limitations imposed by preceding DME/GPS steps. In such cases a higher MDA may be necessary. Depending on the direction of approach it may be decided to integrate the DME/GPS arrivals with a procedure already prescribed in AIP DAP.\n\n### 8.3.6 Missed Approach\n\n#### 8.3.6.1 The MAPT is either the azimuth facility or a point prior to this facility, and is identified for each procedure together with the ‘Missed Approach’ instruction on the procedure plate.\n\n#### 8.3.6.2 The missed approach areas and the obstacle clearance criteria are the same as those for Instrument Approach and Landing Procedures and are outlined in ICAO PANS-OPS, Vol II Part 3 Chap 7.\n\n### 8.3.7 Method of Production\n\n#### 8.3.7.1 The following steps must be followed in designing DME/GPS Arrivals.\n\n##### (a) Obtain appropriate WAC, 1:250 000 Military Map, 1:100,000 MAP, ERC (Area Chart VTC if available) and instrument approach chart. Ensure that the latest issue of each chart is obtained.\n\n##### (b) Plot the required track or sector on the WAC and largest scale map available.\n\n##### (c) Plot the primary and secondary axes around the required track or section in accordance with Figure 8‑18 and Figure 8‑19.\n\n##### (d) From the ERC or Area Chart determine En-route, LSALT and airspace steps (CTA).\n\n##### (e) List the elevation and DME/GPS distances of terrain and obstructions in descending order within the tolerance areas, commencing at the point where descent below the LSALT first becomes possible. In the calculation of obstacle heights, additional clearance should be made for chart error, mountainous terrain, vegetation and built-up areas.\n\n##### (f) Add to the identified obstacles the applicable MOC required by paragraph 8.3.3.\n\n##### (g) Plot the obstacles on a sheet of graph paper, after the determination of a suitable DME distance v Altitude scale. Then, at the top of each obstacle construct a vector parallel to the DME/ALT line and toward the navigation aid, equal to the applicable DME or GPS tolerances (see paragraph 8.3.2.3).\n\n##### (h) Construct MOC DME/GPS steps by drawing a broken line from en-route LSALT to each of the corrected obstacle positions to minimum altitude (see Figure 8‑21).\n\n![DME/GPS steps](image.027.png)\n\nFigure 8‑21: DME/GPS steps\n\n##### (i) If the route or sector is in controlled airspace, it will be necessary to arrange the descent steps so that an aircraft is kept 1,000 ft or 500 ft (as applicable) above the lower limit of the controlled airspace at all times, as well as maintaining the minimum terrain clearance.\n\n##### (j) It is desirable to provide a steady rate of descent through the steps, (that is, one that can be comfortably achieved by unpressurised aircraft and easily achieved by pressurised aircraft). For this purpose 160 ft per NM is a satisfactory figure. This rate of decent, represented by the full line in Figure 8‑21, extends to the minimum altitude without infringing any of the terrain clearance steps that are represented by the dotted line.","sortOrder":603},{"sectionNumber":"8.4","sectionType":"part","heading":"Standard Terminal Arrival Routes (STARs)","content":"## Section 8.4: Standard Terminal Arrival Routes (STARs)\n\n### 8.4.1 STAR Standards\n\n#### 8.4.1.1 Standard Terminal Arrival Routes (STARs) must be designed in accordance with the following standards:\n\n##### (a) RNAV systems are not to be used as the primary navigation reference below the en-route Lowest Safe Altitude;\n\n##### (b) STAR procedures employing RNAV waypoints must be identified as RNAV procedures on the associated STAR charts;\n\n##### (c) STARs should be seamless from the en-route cruise level to:\n\n###### (i) the initial fix of an instrument approach; or\n\n###### (ii) A fix from which radar vectors to the runway centreline are given; or\n\n###### (iii) for domestic flights only, a fix from which a visual approach is given.\n\n##### (d) holding patterns must be restricted to one per STAR.\n\n##### (e) the minimum crossing angle between STAR and Standard Instrument Departure tracks should be 45°.","sortOrder":604},{"sectionNumber":"8.4.1 STAR Standards","sectionType":"division","heading":"8.4.1 STAR Standards","content":"## Section 8.4: Standard Terminal Arrival Routes (STARs)\n\n### 8.4.1 STAR Standards\n\n#### 8.4.1.1 Standard Terminal Arrival Routes (STARs) must be designed in accordance with the following standards:\n\n##### (a) RNAV systems are not to be used as the primary navigation reference below the en-route Lowest Safe Altitude;\n\n##### (b) STAR procedures employing RNAV waypoints must be identified as RNAV procedures on the associated STAR charts;\n\n##### (c) STARs should be seamless from the en-route cruise level to:\n\n###### (i) the initial fix of an instrument approach; or\n\n###### (ii) A fix from which radar vectors to the runway centreline are given; or\n\n###### (iii) for domestic flights only, a fix from which a visual approach is given.\n\n##### (d) holding patterns must be restricted to one per STAR.\n\n##### (e) the minimum crossing angle between STAR and Standard Instrument Departure tracks should be 45°.","sortOrder":605},{"sectionNumber":"8.4.1.1 Standard Terminal Arrival Routes","sectionType":"subdivision","heading":"8.4.1.1 Standard Terminal Arrival Routes (STARs) must be designed in accordance with the following standards:","content":"## Section 8.4: Standard Terminal Arrival Routes (STARs)\n\n### 8.4.1 STAR Standards\n\n#### 8.4.1.1 Standard Terminal Arrival Routes (STARs) must be designed in accordance with the following standards:\n\n##### (a) RNAV systems are not to be used as the primary navigation reference below the en-route Lowest Safe Altitude;\n\n##### (b) STAR procedures employing RNAV waypoints must be identified as RNAV procedures on the associated STAR charts;\n\n##### (c) STARs should be seamless from the en-route cruise level to:\n\n###### (i) the initial fix of an instrument approach; or\n\n###### (ii) A fix from which radar vectors to the runway centreline are given; or\n\n###### (iii) for domestic flights only, a fix from which a visual approach is given.\n\n##### (d) holding patterns must be restricted to one per STAR.\n\n##### (e) the minimum crossing angle between STAR and Standard Instrument Departure tracks should be 45°.","sortOrder":606},{"sectionNumber":"(a) RNAV systems are not to be used as t","sectionType":"section","heading":"(a) RNAV systems are not to be used as the primary navigation reference below the en-route Lowest Safe Altitude;","content":"## Section 8.4: Standard Terminal Arrival Routes (STARs)\n\n### 8.4.1 STAR Standards\n\n#### 8.4.1.1 Standard Terminal Arrival Routes (STARs) must be designed in accordance with the following standards:\n\n##### (a) RNAV systems are not to be used as the primary navigation reference below the en-route Lowest Safe Altitude;\n\n##### (b) STAR procedures employing RNAV waypoints must be identified as RNAV procedures on the associated STAR charts;\n\n##### (c) STARs should be seamless from the en-route cruise level to:\n\n###### (i) the initial fix of an instrument approach; or\n\n###### (ii) A fix from which radar vectors to the runway centreline are given; or\n\n###### (iii) for domestic flights only, a fix from which a visual approach is given.\n\n##### (d) holding patterns must be restricted to one per STAR.\n\n##### (e) the minimum crossing angle between STAR and Standard Instrument Departure tracks should be 45°.","sortOrder":607},{"sectionNumber":"(b) STAR procedures employing RNAV waypo","sectionType":"section","heading":"(b) STAR procedures employing RNAV waypoints must be identified as RNAV procedures on the associated STAR charts;","content":"## Section 8.4: Standard Terminal Arrival Routes (STARs)\n\n### 8.4.1 STAR Standards\n\n#### 8.4.1.1 Standard Terminal Arrival Routes (STARs) must be designed in accordance with the following standards:\n\n##### (a) RNAV systems are not to be used as the primary navigation reference below the en-route Lowest Safe Altitude;\n\n##### (b) STAR procedures employing RNAV waypoints must be identified as RNAV procedures on the associated STAR charts;\n\n##### (c) STARs should be seamless from the en-route cruise level to:\n\n###### (i) the initial fix of an instrument approach; or\n\n###### (ii) A fix from which radar vectors to the runway centreline are given; or\n\n###### (iii) for domestic flights only, a fix from which a visual approach is given.\n\n##### (d) holding patterns must be restricted to one per STAR.\n\n##### (e) the minimum crossing angle between STAR and Standard Instrument Departure tracks should be 45°.","sortOrder":608},{"sectionNumber":"(c) STARs should be seamless from the en","sectionType":"section","heading":"(c) STARs should be seamless from the en-route cruise level to:","content":"## Section 8.4: Standard Terminal Arrival Routes (STARs)\n\n### 8.4.1 STAR Standards\n\n#### 8.4.1.1 Standard Terminal Arrival Routes (STARs) must be designed in accordance with the following standards:\n\n##### (a) RNAV systems are not to be used as the primary navigation reference below the en-route Lowest Safe Altitude;\n\n##### (b) STAR procedures employing RNAV waypoints must be identified as RNAV procedures on the associated STAR charts;\n\n##### (c) STARs should be seamless from the en-route cruise level to:\n\n###### (i) the initial fix of an instrument approach; or\n\n###### (ii) A fix from which radar vectors to the runway centreline are given; or\n\n###### (iii) for domestic flights only, a fix from which a visual approach is given.\n\n##### (d) holding patterns must be restricted to one per STAR.\n\n##### (e) the minimum crossing angle between STAR and Standard Instrument Departure tracks should be 45°.","sortOrder":609},{"sectionNumber":"(i) the initial fix of an instrument app","sectionType":"section","heading":"(i) the initial fix of an instrument approach; or","content":"## Section 8.4: Standard Terminal Arrival Routes (STARs)\n\n### 8.4.1 STAR Standards\n\n#### 8.4.1.1 Standard Terminal Arrival Routes (STARs) must be designed in accordance with the following standards:\n\n##### (a) RNAV systems are not to be used as the primary navigation reference below the en-route Lowest Safe Altitude;\n\n##### (b) STAR procedures employing RNAV waypoints must be identified as RNAV procedures on the associated STAR charts;\n\n##### (c) STARs should be seamless from the en-route cruise level to:\n\n###### (i) the initial fix of an instrument approach; or\n\n###### (ii) A fix from which radar vectors to the runway centreline are given; or\n\n###### (iii) for domestic flights only, a fix from which a visual approach is given.\n\n##### (d) holding patterns must be restricted to one per STAR.\n\n##### (e) the minimum crossing angle between STAR and Standard Instrument Departure tracks should be 45°.","sortOrder":610},{"sectionNumber":"(ii) A fix from which radar vectors to t","sectionType":"section","heading":"(ii) A fix from which radar vectors to the runway centreline are given; or","content":"## Section 8.4: Standard Terminal Arrival Routes (STARs)\n\n### 8.4.1 STAR Standards\n\n#### 8.4.1.1 Standard Terminal Arrival Routes (STARs) must be designed in accordance with the following standards:\n\n##### (a) RNAV systems are not to be used as the primary navigation reference below the en-route Lowest Safe Altitude;\n\n##### (b) STAR procedures employing RNAV waypoints must be identified as RNAV procedures on the associated STAR charts;\n\n##### (c) STARs should be seamless from the en-route cruise level to:\n\n###### (i) the initial fix of an instrument approach; or\n\n###### (ii) A fix from which radar vectors to the runway centreline are given; or\n\n###### (iii) for domestic flights only, a fix from which a visual approach is given.\n\n##### (d) holding patterns must be restricted to one per STAR.\n\n##### (e) the minimum crossing angle between STAR and Standard Instrument Departure tracks should be 45°.","sortOrder":611},{"sectionNumber":"(iii) for domestic flights only, a fix f","sectionType":"section","heading":"(iii) for domestic flights only, a fix from which a visual approach is given.","content":"## Section 8.4: Standard Terminal Arrival Routes (STARs)\n\n### 8.4.1 STAR Standards\n\n#### 8.4.1.1 Standard Terminal Arrival Routes (STARs) must be designed in accordance with the following standards:\n\n##### (a) RNAV systems are not to be used as the primary navigation reference below the en-route Lowest Safe Altitude;\n\n##### (b) STAR procedures employing RNAV waypoints must be identified as RNAV procedures on the associated STAR charts;\n\n##### (c) STARs should be seamless from the en-route cruise level to:\n\n###### (i) the initial fix of an instrument approach; or\n\n###### (ii) A fix from which radar vectors to the runway centreline are given; or\n\n###### (iii) for domestic flights only, a fix from which a visual approach is given.\n\n##### (d) holding patterns must be restricted to one per STAR.\n\n##### (e) the minimum crossing angle between STAR and Standard Instrument Departure tracks should be 45°.","sortOrder":612},{"sectionNumber":"(d) holding patterns must be restricted ","sectionType":"section","heading":"(d) holding patterns must be restricted to one per STAR.","content":"## Section 8.4: Standard Terminal Arrival Routes (STARs)\n\n### 8.4.1 STAR Standards\n\n#### 8.4.1.1 Standard Terminal Arrival Routes (STARs) must be designed in accordance with the following standards:\n\n##### (a) RNAV systems are not to be used as the primary navigation reference below the en-route Lowest Safe Altitude;\n\n##### (b) STAR procedures employing RNAV waypoints must be identified as RNAV procedures on the associated STAR charts;\n\n##### (c) STARs should be seamless from the en-route cruise level to:\n\n###### (i) the initial fix of an instrument approach; or\n\n###### (ii) A fix from which radar vectors to the runway centreline are given; or\n\n###### (iii) for domestic flights only, a fix from which a visual approach is given.\n\n##### (d) holding patterns must be restricted to one per STAR.\n\n##### (e) the minimum crossing angle between STAR and Standard Instrument Departure tracks should be 45°.","sortOrder":613},{"sectionNumber":"(e) the minimum crossing angle between S","sectionType":"section","heading":"(e) the minimum crossing angle between STAR and Standard Instrument Departure tracks should be 45°.","content":"## Section 8.4: Standard Terminal Arrival Routes (STARs)\n\n### 8.4.1 STAR Standards\n\n#### 8.4.1.1 Standard Terminal Arrival Routes (STARs) must be designed in accordance with the following standards:\n\n##### (a) RNAV systems are not to be used as the primary navigation reference below the en-route Lowest Safe Altitude;\n\n##### (b) STAR procedures employing RNAV waypoints must be identified as RNAV procedures on the associated STAR charts;\n\n##### (c) STARs should be seamless from the en-route cruise level to:\n\n###### (i) the initial fix of an instrument approach; or\n\n###### (ii) A fix from which radar vectors to the runway centreline are given; or\n\n###### (iii) for domestic flights only, a fix from which a visual approach is given.\n\n##### (d) holding patterns must be restricted to one per STAR.\n\n##### (e) the minimum crossing angle between STAR and Standard Instrument Departure tracks should be 45°.","sortOrder":614},{"sectionNumber":"8.5","sectionType":"part","heading":"Standard Instrument Departures (SIDs)","content":"## Section 8.5: Standard Instrument Departures (SIDs)\n\n### 8.5.1 SID Standards\n\nReserved","sortOrder":615},{"sectionNumber":"8.5.1 SID Standards","sectionType":"division","heading":"8.5.1 SID Standards","content":"### 8.5.1 SID Standards\n\nReserved","sortOrder":616},{"sectionNumber":"8.6","sectionType":"part","heading":"Helicopter off-shore procedures — airborne radar","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":617},{"sectionNumber":"8.6.1 Definitions and abbreviations","sectionType":"division","heading":"8.6.1 Definitions and abbreviations","content":"### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:","sortOrder":618},{"sectionNumber":"(a) an off-shore installation; or","sectionType":"section","heading":"(a) an off-shore installation; or","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":619},{"sectionNumber":"(b) a point in space above the surface o","sectionType":"section","heading":"(b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.","content":"##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.","sortOrder":620},{"sectionNumber":"8.6.2 Application","sectionType":"division","heading":"8.6.2 Application","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":621},{"sectionNumber":"8.6.2.1 For subparagraph 173.030 (b) (ii","sectionType":"subdivision","heading":"8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":622},{"sectionNumber":"(a) permitted by a procedure design auth","sectionType":"section","heading":"(a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":623},{"sectionNumber":"(b) for use by Australian aircraft opera","sectionType":"section","heading":"(b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":624},{"sectionNumber":"8.6.2.2 The distance mentioned in paragr","sectionType":"subdivision","heading":"8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":625},{"sectionNumber":"8.6.2.3 The approach criteria for a TIFP","sectionType":"subdivision","heading":"8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.","content":"#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.","sortOrder":626},{"sectionNumber":"8.6.3 Airborne radar equipment and groun","sectionType":"division","heading":"8.6.3 Airborne radar equipment and ground radar equipment","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":627},{"sectionNumber":"8.6.3.1 Airborne radar equipment. An air","sectionType":"subdivision","heading":"8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":628},{"sectionNumber":"(a) range settings for airborne radar ap","sectionType":"section","heading":"(a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":629},{"sectionNumber":"(b) the secondary return from a radar be","sectionType":"section","heading":"(b) the secondary return from a radar beacon:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":630},{"sectionNumber":"(i) must not obscure the primary return;","sectionType":"section","heading":"(i) must not obscure the primary return; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":631},{"sectionNumber":"(ii) must occur behind the primary retur","sectionType":"section","heading":"(ii) must occur behind the primary return; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":632},{"sectionNumber":"(iii) must not be so remote from the pri","sectionType":"section","heading":"(iii) must not be so remote from the primary return as to cause confusion with a second primary return;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":633},{"sectionNumber":"(c) the primary return must be displayed","sectionType":"section","heading":"(c) the primary return must be displayed throughout the radar procedure once established inbound.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":634},{"sectionNumber":"8.6.3.2 Ground equipment. Subject to par","sectionType":"subdivision","heading":"8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":635},{"sectionNumber":"8.6.4 Flight crew techniques","sectionType":"division","heading":"8.6.4 Flight crew techniques","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":636},{"sectionNumber":"8.6.4.1 The flight crew techniques menti","sectionType":"subdivision","heading":"8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":637},{"sectionNumber":"(a) referred to in the TIFP; and","sectionType":"section","heading":"(a) referred to in the TIFP; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":638},{"sectionNumber":"(b) included in the operations manual of","sectionType":"section","heading":"(b) included in the operations manual of an operator using the TIFP.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":639},{"sectionNumber":"8.6.4.2 Flight crew. Only a multi-pilot ","sectionType":"subdivision","heading":"8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":640},{"sectionNumber":"8.6.4.3 Radar interpretation, operating ","sectionType":"subdivision","heading":"8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":641},{"sectionNumber":"(a) interpretation of radar pictures mus","sectionType":"section","heading":"(a) interpretation of radar pictures must be based on the nearest point of the target return;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":642},{"sectionNumber":"(b) distances and flight operating toler","sectionType":"section","heading":"(b) distances and flight operating tolerances must be measured from the nearest point of the target return;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":643},{"sectionNumber":"(c) no allowance may be made for beam wi","sectionType":"section","heading":"(c) no allowance may be made for beam width error or spot size error;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":644},{"sectionNumber":"(d) allowance must be made for pulse len","sectionType":"section","heading":"(d) allowance must be made for pulse length error;","content":"##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).","sortOrder":645},{"sectionNumber":"(e) radar interpretation must be perform","sectionType":"section","heading":"(e) radar interpretation must be performed by a pilot who:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":646},{"sectionNumber":"(i) has access to all radar controls; an","sectionType":"section","heading":"(i) has access to all radar controls; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":647},{"sectionNumber":"(ii) is seated in a position to interpre","sectionType":"section","heading":"(ii) is seated in a position to interpret the radar presentation without significant parallax error;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":648},{"sectionNumber":"(f) operational tolerances interpreted f","sectionType":"section","heading":"(f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":649},{"sectionNumber":"(g) radar tracking must be maintained fr","sectionType":"section","heading":"(g) radar tracking must be maintained from the VF to the ATP.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":650},{"sectionNumber":"8.6.4.4 Radio altimeters. For determinin","sectionType":"subdivision","heading":"8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":651},{"sectionNumber":"8.6.4.5 Obstacle clearance check. Before","sectionType":"subdivision","heading":"8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":652},{"sectionNumber":"(a) to validate the radar ATP return by:","sectionType":"section","heading":"(a) to validate the radar ATP return by:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":653},{"sectionNumber":"(i) cross-reference to:","sectionType":"section","heading":"(i) cross-reference to:","content":"###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and","sortOrder":654},{"sectionNumber":"(ii) resolving any discrepancy in positi","sectionType":"section","heading":"(ii) resolving any discrepancy in position before commencing the approach; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":655},{"sectionNumber":"(b) to detect and locate any radar retur","sectionType":"section","heading":"(b) to detect and locate any radar returns:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":656},{"sectionNumber":"(i) between the helicopter and the ATP; ","sectionType":"section","heading":"(i) between the helicopter and the ATP; or","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":657},{"sectionNumber":"(ii) in the vicinity of the ATP; and","sectionType":"section","heading":"(ii) in the vicinity of the ATP; and","content":"###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.","sortOrder":658},{"sectionNumber":"8.6.5 Types of procedures","sectionType":"division","heading":"8.6.5 Types of procedures","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":659},{"sectionNumber":"8.6.5.1 When relying on airborne radar, ","sectionType":"subdivision","heading":"8.6.5.1 When relying on airborne radar, a TIFP must use the following:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":660},{"sectionNumber":"(a) when the ATP is radar-reflective:","sectionType":"section","heading":"(a) when the ATP is radar-reflective:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":661},{"sectionNumber":"(i) the radar — for azimuthal and distan","sectionType":"section","heading":"(i) the radar — for azimuthal and distance guidance; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":662},{"sectionNumber":"(ii) the GNSS — for confirmation of the ","sectionType":"section","heading":"(ii) the GNSS — for confirmation of the radar picture;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":663},{"sectionNumber":"(b) when the ATP is not radar-reflective","sectionType":"section","heading":"(b) when the ATP is not radar-reflective:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":664},{"sectionNumber":"(i) GNSS position of the ATP — for azimu","sectionType":"section","heading":"(i) GNSS position of the ATP — for azimuthal and distance guidance; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":665},{"sectionNumber":"(ii) the radar — for orientation.","sectionType":"section","heading":"(ii) the radar — for orientation.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":666},{"sectionNumber":"8.6.5.2 The TIFP must be in the form of:","sectionType":"subdivision","heading":"8.6.5.2 The TIFP must be in the form of:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":667},{"sectionNumber":"(a) the direct approach described in par","sectionType":"section","heading":"(a) the direct approach described in paragraph 8.6.5.3; or","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":668},{"sectionNumber":"(b) the overhead approach described in p","sectionType":"section","heading":"(b) the overhead approach described in paragraph 8.6.5.4.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":669},{"sectionNumber":"8.6.5.3 The direct approach. For the dir","sectionType":"subdivision","heading":"8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":670},{"sectionNumber":"(a) the en route track to the ATP must p","sectionType":"section","heading":"(a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":671},{"sectionNumber":"(b) the procedure must:","sectionType":"section","heading":"(b) the procedure must:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":672},{"sectionNumber":"(i) commence at the VF, located between ","sectionType":"section","heading":"(i) commence at the VF, located between 6 NM and 10 NM from the ATP; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":673},{"sectionNumber":"(ii) proceed to the OIP, located 1.5 NM ","sectionType":"section","heading":"(ii) proceed to the OIP, located 1.5 NM from the ATP;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":674},{"sectionNumber":"(c) the descent point must be located su","sectionType":"section","heading":"(c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":675},{"sectionNumber":"(d) at the OIP, the aircraft must be tur","sectionType":"section","heading":"(d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;","content":"##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.","sortOrder":676},{"sectionNumber":"(e) if the missed approach procedure is ","sectionType":"section","heading":"(e) if the missed approach procedure is flown — at the MAPt, the aircraft must:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":677},{"sectionNumber":"(i) be turned an additional 30° in the s","sectionType":"section","heading":"(i) be turned an additional 30° in the same direction as it turned under paragraph (d); And","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":678},{"sectionNumber":"(ii) commence the missed approach climb.","sectionType":"section","heading":"(ii) commence the missed approach climb.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":679},{"sectionNumber":"8.6.5.4 The overhead approach. For the o","sectionType":"subdivision","heading":"8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":680},{"sectionNumber":"(b) during the en route leg:","sectionType":"section","heading":"(b) during the en route leg:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":682},{"sectionNumber":"(i) the obstacle clearance check must be","sectionType":"section","heading":"(i) the obstacle clearance check must be conducted; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":683},{"sectionNumber":"(ii) the inbound track must be calculate","sectionType":"section","heading":"(ii) the inbound track must be calculated;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":684},{"sectionNumber":"(c) the outbound leg must be:","sectionType":"section","heading":"(c) the outbound leg must be:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":685},{"sectionNumber":"(i) offset by a design angle of 20° from","sectionType":"section","heading":"(i) offset by a design angle of 20° from the inbound track; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":686},{"sectionNumber":"(ii) flown for a design distance of 7 NM","sectionType":"section","heading":"(ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;","content":"###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.","sortOrder":687},{"sectionNumber":"(d) the inbound turn must be conducted a","sectionType":"section","heading":"(d) the inbound turn must be conducted at 1 200 ft AMSL;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":688},{"sectionNumber":"(e) the inbound leg must be flown at 1 2","sectionType":"section","heading":"(e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":689},{"sectionNumber":"(f) the descent point must be located su","sectionType":"section","heading":"(f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":690},{"sectionNumber":"(g) from the descent point the procedure","sectionType":"section","heading":"(g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":691},{"sectionNumber":"8.6.5.5 For a TIFP mentioned in paragrap","sectionType":"subdivision","heading":"8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":692},{"sectionNumber":"8.6.5.6 For a TIFP mentioned in paragrap","sectionType":"subdivision","heading":"8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":693},{"sectionNumber":"8.6.5.7 Figures 8-22, 8-23 and 8-24 in A","sectionType":"subdivision","heading":"8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":694},{"sectionNumber":"8.6.6 Procedure design principles","sectionType":"division","heading":"8.6.6 Procedure design principles","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":695},{"sectionNumber":"8.6.6.1 Off-shore helicopter TIFPs must ","sectionType":"subdivision","heading":"8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":696},{"sectionNumber":"8.6.6.2 The position of radar targets id","sectionType":"subdivision","heading":"8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.","content":"#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.","sortOrder":697},{"sectionNumber":"8.6.6.3 In the final segment of the appr","sectionType":"subdivision","heading":"8.6.6.3 In the final segment of the approach:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":698},{"sectionNumber":"(a) radar must be used to detect and loc","sectionType":"section","heading":"(a) radar must be used to detect and locate obstacles; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":699},{"sectionNumber":"(b) once radar contact is established, i","sectionType":"section","heading":"(b) once radar contact is established, it must be maintained for the remainder of the approach.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":700},{"sectionNumber":"8.6.6.4 Radar target validation must be ","sectionType":"subdivision","heading":"8.6.6.4 Radar target validation must be completed:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":701},{"sectionNumber":"(a) before the VF during a direct approa","sectionType":"section","heading":"(a) before the VF during a direct approach; or","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":702},{"sectionNumber":"(b) before entering the outbound leg of ","sectionType":"section","heading":"(b) before entering the outbound leg of an overhead approach.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":703},{"sectionNumber":"8.6.6.5 Data requirements. Distance, bea","sectionType":"subdivision","heading":"8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":704},{"sectionNumber":"8.6.6.6 Reduction of closest distance to","sectionType":"subdivision","heading":"8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":705},{"sectionNumber":"(a) radar target validation is completed","sectionType":"section","heading":"(a) radar target validation is completed by 10 NM from the ATP; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":706},{"sectionNumber":"(b) there is no terrain (other than low ","sectionType":"section","heading":"(b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":707},{"sectionNumber":"(c) the helicopter flight crew is automa","sectionType":"section","heading":"(c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and","content":"##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.","sortOrder":708},{"sectionNumber":"(d) any obstacle greater than 500 ft AMS","sectionType":"section","heading":"(d) any obstacle greater than 500 ft AMSL:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":709},{"sectionNumber":"(i) within a 15 NM radius of the ATP; an","sectionType":"section","heading":"(i) within a 15 NM radius of the ATP; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":710},{"sectionNumber":"(ii) within 4 NM of the aircraft track;","sectionType":"section","heading":"(ii) within 4 NM of the aircraft track;","content":"###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and","sortOrder":711},{"sectionNumber":"(e) the amount by which any obstacle exc","sectionType":"section","heading":"(e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":712},{"sectionNumber":"8.6.6.7 Overlap of land. If:","sectionType":"subdivision","heading":"8.6.6.7 Overlap of land. If:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":713},{"sectionNumber":"(a) during a direct approach procedure, ","sectionType":"section","heading":"(a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":714},{"sectionNumber":"(b) relocation of the VF and associated ","sectionType":"section","heading":"(b) relocation of the VF and associated holding area does not prevent the overlap;","content":"##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.","sortOrder":715},{"sectionNumber":"8.6.6.8 If:","sectionType":"subdivision","heading":"8.6.6.8 If:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":716},{"sectionNumber":"(a) a land overlap cannot be eliminated ","sectionType":"section","heading":"(a) a land overlap cannot be eliminated by:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":717},{"sectionNumber":"(i) relocation of the VF; or","sectionType":"section","heading":"(i) relocation of the VF; or","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":718},{"sectionNumber":"(ii) the reorientation of the direct app","sectionType":"section","heading":"(ii) the reorientation of the direct approach direction; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":719},{"sectionNumber":"(b) the nature of the land does not meet","sectionType":"section","heading":"(b) the nature of the land does not meet the low terrain requirement; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":720},{"sectionNumber":"(c) a holding pattern is to be flown;","sectionType":"section","heading":"(c) a holding pattern is to be flown;","content":"##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.","sortOrder":721},{"sectionNumber":"8.6.7 Procedure area","sectionType":"division","heading":"8.6.7 Procedure area","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":722},{"sectionNumber":"8.6.7.1 Secondary areas do not apply to ","sectionType":"subdivision","heading":"8.6.7.1 Secondary areas do not apply to a TIFP area.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":723},{"sectionNumber":"8.6.7.2 For navigation specification RNP","sectionType":"subdivision","heading":"8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.","content":"#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.","sortOrder":724},{"sectionNumber":"8.6.7.3 In the missed approach, the proc","sectionType":"subdivision","heading":"8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":725},{"sectionNumber":"8.6.8 Flight crew operating tolerance","sectionType":"division","heading":"8.6.8 Flight crew operating tolerance","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":726},{"sectionNumber":"8.6.8.1 Radar tracking tolerance for a T","sectionType":"subdivision","heading":"8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":727},{"sectionNumber":"8.6.8.2 The radar tracking tolerance men","sectionType":"subdivision","heading":"8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":728},{"sectionNumber":"8.6.9 Obstacle clearance","sectionType":"division","heading":"8.6.9 Obstacle clearance","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":729},{"sectionNumber":"8.6.9.1 Obstacle clearance before the VF","sectionType":"subdivision","heading":"8.6.9.1 Obstacle clearance before the VF. The following applies:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":730},{"sectionNumber":"(a) minimum obstacle clearance over obst","sectionType":"section","heading":"(a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":731},{"sectionNumber":"(b) if the elevation of an obstacle or l","sectionType":"section","heading":"(b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.","content":"##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.","sortOrder":732},{"sectionNumber":"8.6.9.2 Obstacle clearance after the VF.","sectionType":"subdivision","heading":"8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":733},{"sectionNumber":"(a) 300 ft and 350 ft, using pressure al","sectionType":"section","heading":"(a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":734},{"sectionNumber":"(b) 200 ft and 250 ft using radar altime","sectionType":"section","heading":"(b) 200 ft and 250 ft using radar altimetry (RADALT).","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":735},{"sectionNumber":"8.6.9.3 For observed obstacles (other th","sectionType":"subdivision","heading":"8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":736},{"sectionNumber":"(a) 200 ft; or","sectionType":"section","heading":"(a) 200 ft; or","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":737},{"sectionNumber":"(b) the known obstacle height.","sectionType":"section","heading":"(b) the known obstacle height.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":738},{"sectionNumber":"8.6.9.4 If a wave height is forecast, or","sectionType":"subdivision","heading":"8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":739},{"sectionNumber":"8.6.10 Values","sectionType":"division","heading":"8.6.10 Values","content":"### 8.6.10 Values\n\nIn determining minima:","sortOrder":740},{"sectionNumber":"(a) minimum altitudes must be rounded up","sectionType":"section","heading":"(a) minimum altitudes must be rounded up to the nearest 10 ft; and","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":741},{"sectionNumber":"(b) visibilities must be rounded up to t","sectionType":"section","heading":"(b) visibilities must be rounded up to the nearest half kilometre.","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":742},{"sectionNumber":"8.6.11 Allowance for tidal rise and fall","sectionType":"division","heading":"8.6.11 Allowance for tidal rise and fall","content":"### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.","sortOrder":743},{"sectionNumber":"8.6.12 Visibility","sectionType":"division","heading":"8.6.12 Visibility","content":"### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:","sortOrder":744},{"sectionNumber":"(a) the nominal distance from the MAPt t","sectionType":"section","heading":"(a) the nominal distance from the MAPt to the ATP;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":745},{"sectionNumber":"(b) the distance required to decelerate ","sectionType":"section","heading":"(b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;","content":"## Section 8.6: Helicopter off-shore procedures — airborne radar\n\n### 8.6.1 Definitions and abbreviations\n\nIn this section:\n\nATP means approach termination point that is for a specialised helicopter operation that is to or from:\n\n##### (a) an off-shore installation; or\n\n##### (b) a point in space above the surface of the ocean used for operations connected with the off-shore installation.\n\nCAR 1988 means the Civil Aviation Regulations 1988.\n\nG/S means ground speed.\n\nISA means International Standard Atmosphere.\n\nlow terrain means a coastal land feature, including a structure on a feature, provided that the maximum height of the feature and the structure (if any) does not exceed 500 ft AMSL inclusive of any allowance made for vertical errors.\n\n> Note Coastal land features include, for example, islets, shoals and cays.\n\nOIP means offset initial point.\n\nTAS means true air speed.\n\nVF means validation fix.\n\n### 8.6.2 Application\n\n#### 8.6.2.1 For subparagraph 173.030 (b) (ii) of CASR 1998, except as provided for in paragraph 8.6.6.6, 30 NM is the closest distance from the nearest land to an off shore installation that is applicable in carrying on design work on a TIFP that is:\n\n##### (a) permitted by a procedure design authorisation under Part 173 of CASR 1998; and\n\n##### (b) for use by Australian aircraft operating under the IFR at or in the vicinity of the installation.\n\n#### 8.6.2.2 The distance mentioned in paragraph 8.6.2.1 may only be used for design work on a TIFP if the requirements of this section are met.\n\n#### 8.6.2.3 The approach criteria for a TIFP provided for in this section represent minimum design standards that must be complied with.\n\n> Note Variations to approach designs occasioned by technological change may be presented to CASA and, in the light of aviation safety evaluation, may result in amendment of the MOS or the issue of appropriate instrument.\n\n### 8.6.3 Airborne radar equipment and ground radar equipment\n\n#### 8.6.3.1 Airborne radar equipment. An airborne radar system must be used for a TIFP under this section, in accordance with the following requirements:\n\n##### (a) range settings for airborne radar approach procedures must maximise the displayed area around the ATP;\n\n##### (b) the secondary return from a radar beacon:\n\n###### (i) must not obscure the primary return; and\n\n###### (ii) must occur behind the primary return; and\n\n###### (iii) must not be so remote from the primary return as to cause confusion with a second primary return;\n\n##### (c) the primary return must be displayed throughout the radar procedure once established inbound.\n\n#### 8.6.3.2 Ground equipment. Subject to paragraph 8.6.3.1, a radar transponder may be used for a TIFP under this section to assist target identification.\n\n### 8.6.4 Flight crew techniques\n\n#### 8.6.4.1 The flight crew techniques mentioned in this paragraph for a helicopter using a procedure must be:\n\n##### (a) referred to in the TIFP; and\n\n##### (b) included in the operations manual of an operator using the TIFP.\n\n#### 8.6.4.2 Flight crew. Only a multi-pilot operation may use an airborne radar approach TIFP.\n\n#### 8.6.4.3 Radar interpretation, operating tolerances and tracking. The following must be complied with for the use of radar:\n\n##### (a) interpretation of radar pictures must be based on the nearest point of the target return;\n\n##### (b) distances and flight operating tolerances must be measured from the nearest point of the target return;\n\n##### (c) no allowance may be made for beam width error or spot size error;\n\n##### (d) allowance must be made for pulse length error;\n\n> Note For a radar with a pulse length of 2.35 µs \\[long-range mode\\] the error will be 700 m \\[0.38 NM\\], and for a radar with a pulse length of 0.5 µs \\[short-range mode\\] the error will be 150 m \\[0.08 NM\\]).\n\n##### (e) radar interpretation must be performed by a pilot who:\n\n###### (i) has access to all radar controls; and\n\n###### (ii) is seated in a position to interpret the radar presentation without significant parallax error;\n\n##### (f) operational tolerances interpreted from radar may be rounded up but must not be rounded down;\n\n##### (g) radar tracking must be maintained from the VF to the ATP.\n\n#### 8.6.4.4 Radio altimeters. For determining landing minima, fluctuations in measured radio altitude caused by ocean swell may be disregarded if the fluctuations are less than 50 ft about the observed mean.\n\n#### 8.6.4.5 Obstacle clearance check. Before descent from the MSA, the obstacle clearance check must be conducted:\n\n##### (a) to validate the radar ATP return by:\n\n###### (i) cross-reference to:\n\n(A) another navigation facility (for example, GNSS); and\n\n(B) the last known position reported by the facility; and\n\n###### (ii) resolving any discrepancy in position before commencing the approach; and\n\n##### (b) to detect and locate any radar returns:\n\n###### (i) between the helicopter and the ATP; or\n\n###### (ii) in the vicinity of the ATP; and\n\n> Note For a method to conduct an obstacle clearance check and ensure that the aircraft does not descend below the radar vertical beam width, see AC 173-5.\n\n### 8.6.5 Types of procedures\n\n#### 8.6.5.1 When relying on airborne radar, a TIFP must use the following:\n\n##### (a) when the ATP is radar-reflective:\n\n###### (i) the radar — for azimuthal and distance guidance; and\n\n###### (ii) the GNSS — for confirmation of the radar picture;\n\n##### (b) when the ATP is not radar-reflective:\n\n###### (i) GNSS position of the ATP — for azimuthal and distance guidance; and\n\n###### (ii) the radar — for orientation.\n\n#### 8.6.5.2 The TIFP must be in the form of:\n\n##### (a) the direct approach described in paragraph 8.6.5.3; or\n\n##### (b) the overhead approach described in paragraph 8.6.5.4.\n\n#### 8.6.5.3 The direct approach. For the direct approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) the procedure must:\n\n###### (i) commence at the VF, located between 6 NM and 10 NM from the ATP; and\n\n###### (ii) proceed to the OIP, located 1.5 NM from the ATP;\n\n##### (c) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (d) at the OIP, the aircraft must be turned 15° left or right and proceed to the MAPt, located 0.75 NM radar or GNSS range from the ATP;\n\n> Note The MAPt is located 0.8 track miles from the OIP.\n\n##### (e) if the missed approach procedure is flown — at the MAPt, the aircraft must:\n\n###### (i) be turned an additional 30° in the same direction as it turned under paragraph (d); And\n\n###### (ii) commence the missed approach climb.\n\n#### 8.6.5.4 The overhead approach. For the overhead approach TIFP, the following apply:\n\n##### (a) the en route track to the ATP must proceed at or above MSA to overhead the ATP as determined by GNSS via hand-entered coordinates or coordinates extracted from an electronic database;\n\n##### (b) during the en route leg:\n\n###### (i) the obstacle clearance check must be conducted; and\n\n###### (ii) the inbound track must be calculated;\n\n##### (c) the outbound leg must be:\n\n###### (i) offset by a design angle of 20° from the inbound track; and\n\n###### (ii) flown for a design distance of 7 NM on descent to 1 200 ft AMSL;\n\n> Note Pilots are given some latitude to make small variations around 20° and 7 NM, commensurate with piloting accuracy.\n\n##### (d) the inbound turn must be conducted at 1 200 ft AMSL;\n\n##### (e) the inbound leg must be flown at 1 200 ft AMSL until the ATP is reconfirmed by radar;\n\n##### (f) the descent point must be located such that MDA/H is reached by 2 NM before the ATP;\n\n##### (g) from the descent point the procedure must be conducted in accordance with paragraphs 8.6.5.3 (d) and (e).\n\n#### 8.6.5.5 For a TIFP mentioned in paragraph 8.6.5.3 (the direct approach), the content and layout (other than physical size) of Figure 8-25 in Appendix 1, Helicopter approach templates and supporting diagrams, must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.6 For a TIFP mentioned in paragraph 8.6.5.4 (the overhead approach), the content and layout (other than physical size) of Figure 8-26 in Appendix 1 must be used as a template for the production of the approach chart for the TIFP.\n\n#### 8.6.5.7 Figures 8-22, 8-23 and 8-24 in Appendix 1 are illustrative only.\n\n### 8.6.6 Procedure design principles\n\n#### 8.6.6.1 Off-shore helicopter TIFPs must be based on the design criteria provided for by this MOS.\n\n#### 8.6.6.2 The position of radar targets identified in the TIFP must be validated by navigation systems independent of the airborne radar.\n\n> Note Validation may be from the last reported position of the ATP under paragraph 8.6.4.5, or from an independent navigation system that complies with AIP Australia Gen 1.5 – 5, Aircraft Instruments, Equipment and Flight Documents, clause 2, Radio Navigation Systems. GNSS is also an example of an independent source of validation.\n\n#### 8.6.6.3 In the final segment of the approach:\n\n##### (a) radar must be used to detect and locate obstacles; and\n\n##### (b) once radar contact is established, it must be maintained for the remainder of the approach.\n\n#### 8.6.6.4 Radar target validation must be completed:\n\n##### (a) before the VF during a direct approach; or\n\n##### (b) before entering the outbound leg of an overhead approach.\n\n#### 8.6.6.5 Data requirements. Distance, bearing and coordinate data must comply with the quality control requirements specified in Chapter 2 of Annex 11, and in Chapter 2 of Annex 14 — Aerodromes, Volume II, of the Convention on International Civil Aviation, published by ICAO.\n\n#### 8.6.6.6 Reduction of closest distance to nearest land to 15 NM. Despite paragraph 8.6.2.1, the closest distance to nearest land of a TIFP may be reduced to 15 NM but only if:\n\n##### (a) radar target validation is completed by 10 NM from the ATP; and\n\n##### (b) there is no terrain (other than low terrain, if any) within 15 NM of the ATP; and\n\n##### (c) the helicopter flight crew is automatically presented with the VF location as an offset from the ATP; and\n\n> Note The VF location is not determined by hand-entered latitude and longitude.\n\n##### (d) any obstacle greater than 500 ft AMSL:\n\n###### (i) within a 15 NM radius of the ATP; and\n\n###### (ii) within 4 NM of the aircraft track;\n\n#### is identified by the crew; and\n\n##### (e) the amount by which any obstacle exceeds 500 ft AMSL is added to the holding and initial approach altitudes.\n\n#### 8.6.6.7 Overlap of land. If:\n\n##### (a) during a direct approach procedure, an ATP located between 30 NM and 15 NM from the coast, results in the holding area overlapping land; and\n\n##### (b) relocation of the VF and associated holding area does not prevent the overlap;\n\nthen, the method for calculating the overlap is as set out in Appendix 2, Calculation of a holding area/land overlap in direct approach procedures.\n\n#### 8.6.6.8 If:\n\n##### (a) a land overlap cannot be eliminated by:\n\n###### (i) relocation of the VF; or\n\n###### (ii) the reorientation of the direct approach direction; and\n\n##### (b) the nature of the land does not meet the low terrain requirement; and\n\n##### (c) a holding pattern is to be flown;\n\nthen, only an overhead approach procedure may be flown.\n\n### 8.6.7 Procedure area\n\n#### 8.6.7.1 Secondary areas do not apply to a TIFP area.\n\n#### 8.6.7.2 For navigation specification RNP 0.3, RNP 1, RNP 2 and RNAV 1 and 2, the area semi-width is 2.4 NM.\n\n> Note The area semi-width of 2.4 NM is adhered to because RNP 2 and RNAV 2 area primary area semi-width is 2 NM and is fully contained by the procedure area.\n\n> Note: The development of the 2.4 NM area semi-width is based on an area length of 8.4 NM. This distance allows a helicopter transit time of 9.4 minutes to the OIP at a G/S of 44 kt for the crew to assess the obstacle situation and determine the MDA/H.\n\n> Note: The area semi-width is derived from the distance that would be travelled by a notional surface ship moving at 15 kt towards the MAPt at right angles to the procedure axis, during the time it takes a helicopter to travel 8.4 NM to the OIP.\n\n#### 8.6.7.3 In the missed approach, the procedure is a semi-circle of 4 NM radius centred on the ATP and extending down-track from the ATP, as shown in Figure 8-22.\n\n### 8.6.8 Flight crew operating tolerance\n\n#### 8.6.8.1 Radar tracking tolerance for a TIFP must not exceed 0.75 NM.\n\n#### 8.6.8.2 The radar tracking tolerance mentioned in paragraph 8.6.8.1 must be included in the operations manual of an operator using the TIFP.\n\n### 8.6.9 Obstacle clearance\n\n#### 8.6.9.1 Obstacle clearance before the VF. The following applies:\n\n##### (a) minimum obstacle clearance over obstacles and low terrain must be 1 000 ft; and\n\n##### (b) if the elevation of an obstacle or low terrain, including small structures on the obstacle or terrain, exceeds 500 ft AMSL, then the elevation must be added to the initial approach altitude.\n\n> Note Vertical errors associated with mapping or a database must be included in the 500 ft obstacle clearance.\n\n#### 8.6.9.2 Obstacle clearance after the VF. Minimum obstacle clearance must be applied to the sea surface, and include a minimum wave height of 50 ft, in accordance with PANS-OPS such that the final segment minimum obstacle clearance and the MDA are, respectively, as follows:\n\n##### (a) 300 ft and 350 ft, using pressure altimetry (BAROALT); and\n\n##### (b) 200 ft and 250 ft using radar altimetry (RADALT).\n\n#### 8.6.9.3 For observed obstacles (other than ATP) either in the procedure area or radially within 4 NM of the ATP in the missed approach, additional obstacle clearance allowance must be applied in the TIFP, being the greater of:\n\n##### (a) 200 ft; or\n\n##### (b) the known obstacle height.\n\n#### 8.6.9.4 If a wave height is forecast, or observed, to exceed 50 ft, the MDA/H must be increased by the amount by which the forecast wave height, or the observed radio altimeter fluctuations, exceed 50 ft.\n\n### 8.6.10 Values\n\nIn determining minima:\n\n##### (a) minimum altitudes must be rounded up to the nearest 10 ft; and\n\n##### (b) visibilities must be rounded up to the nearest half kilometre.\n\n### 8.6.11 Allowance for tidal rise and fall\n\nA TIFP must account for a tidal rise and fall of up to 50 ft by restricting helicopter descent in the visual segment of the approach to not less than 50 ft above the height of the landing deck.\n\n### 8.6.12 Visibility\n\nThe TIFP must require visibility which is the greater of the following:\n\n##### (a) the nominal distance from the MAPt to the ATP;\n\n##### (b) the distance required to decelerate from the maximum permitted TAS on final at ISA+15°C to the hover;\n\n##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.\n\n### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)\n\n### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.\n\n### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":746},{"sectionNumber":"(c) the distance as defined by the formu","sectionType":"section","heading":"(c) the distance as defined by the formula under paragraph 8.6.13.","content":"##### (c) the distance as defined by the formula under paragraph 8.6.13.\n\n> Note The visibility data shown in Figures 8-25 and 8-26 are based on calculations inparagraph 8.6.13 for the indicated MDA and a G/S of 70 kt. Operators must adjust the calculations for actual conditions in accordance with paragraph (a), (b) or (c), whichever is the greater.","sortOrder":747},{"sectionNumber":"8.6.13 Determination of obstacle avoidan","sectionType":"division","heading":"8.6.13 Determination of obstacle avoidance","content":"### 8.6.13 Determination of obstacle avoidance\n\nFor paragraph 8.6.12.1 (c), the formula is in Appendix 3, Determination of obstacle avoidance, in this section.\n\n> Note To determine obstacle avoidance, calculations in accordance with the formula in Appendix 3 must be undertaken by the TIFP designer, as part of the process of determining the visibility required for the TIFP. Results from the formula are compared with the visibility requirements in paragraphs 8.6.12.1 (a) and (b) to arrive at the correct applicable visibility. (Figure 8-27 is illustrative only.)","sortOrder":748},{"sectionNumber":"8.6.14 Missed approach point (MAPt)","sectionType":"division","heading":"8.6.14 Missed approach point (MAPt)","content":"### 8.6.14 Missed approach point (MAPt)\n\nFor a TIFP, the minimum distance from a radar defined MAPt to the reference target is the airborne radar’s near echo suppression range.","sortOrder":749},{"sectionNumber":"8.6.15 Administration","sectionType":"division","heading":"8.6.15 Administration","content":"### 8.6.15 Administration\n\nCASA Head Office is responsible for issuing design authorisations in accordance with Part 173 of CASR 1998 and this MOS.\n\n> Note The relevant CASA Area Office will normally be the first point of contact and will advise, review and otherwise assist applicants’ requests for approvals.\n\nAppendix 1 Helicopter approach templates and supporting diagrams\n\n> Note See paragraph 8.6.5.\n\n![Plan – Final and Missed Approach – direct and overhead approaches](image.028.jpeg)\n\nFigure 8‑22: Plan – Final and Missed Approach – direct and overhead approaches\n\n![Elevation — direct approach](image.029.jpeg)\n\nFigure 8‑23: Elevation — direct approach\n\n![Plan and elevation — overhead approach](image.030.jpeg)\n\nFigure 8‑24: Plan and elevation — overhead approach\n\n![Offshore facility — direct airborne radar approach](image.031.png)\n\nFigure 8‑25: Offshore facility — direct airborne radar approach\n\n![Offshore facility — overhead airborne radar approach](image.032.jpeg)\n\nFigure 8‑26: Offshore facility — overhead airborne radar approach\n\nAppendix 2 Calculation of a holding area/land overlap in direct approach procedures\n\nThe relocation distance for the VF is:\n\nVFA = ATP - VFI - HoldSL\n\nWhere:\n\nVFA = relocation distance of the VF location (NM)\n\nATP = the ATP track distance from land (NM)\n\nVFI = Initial VF distance from ATP (10 NM)\n\nHoldSL = simplified length of the holding pattern (9.1 NM).\n\nThe VF is relocated towards the ATP by the amount of VFA, as limited by the 10 NM to 6 NM window.\n\nExample 1: ATP = 15 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 15 - 10 - 9.1 = - 4.1 NM (i.e.; a 4.1 NM overlap).\n\nHowever, the maximum adjustment for the VF is 4 NM. Therefore, the holding area will overlap land by 0.1 NM.\n\nExample 2: ATP = 21 NM\n\nVFI \\= 10 NM\n\nHoldSL \\= 9.1 NM\n\nVFA = 21 – 10 - 9.1 = 1.9 NM.\n\nTherefore, there is a 1.9 NM clearance between land and the holding pattern.\n\nAppendix 3 Determination of obstacle avoidance\n\n> Note 1 See paragraph 8.6.12.1 (c) and paragraph 8.6.13.\n\n> Note 2 Calculation of the minimum visual segment visibility is based on paragraph 157 (3) (b) of CAR 1988 to avoid obstacles by 300 m horizontally.\n\nData\n\n| Obstacle avoidance (regulation 157 of CAR 1988) | 300 m                                                |\n| ----------------------------------------------- | ---------------------------------------------------- |\n| Obstacle recognition                            | 6 sec + 150 m                                        |\n| Bank establishment (sec)                        | 5                                                    |\n| Bank angle                                      | Rate one turn to 170 kt TAS, thence 25angle of bank |\n| Wind (kt)                                       | 47 + 2H(where H = altitude/1 000)                    |\n| TAS (kt)                                        | Maximum TAS permitted at ISA + 15°C.                 |\n\nCalculation\n\n```html\n<table cellspacing=\"0\" cellpadding=\"0\" style=\"width:100%; border-collapse:collapse\"><tbody><tr style=\"height:21pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Obstacle avoidance</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">300</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= A</span></p></td></tr><tr style=\"height:21.8pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn radius (m) (for calculation see PANS-OPS –</span><br><span style=\"font-family:'Times New Roman', serif\">Principles for Turn Area Construction)</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= B</span></p></td></tr><tr style=\"height:42.05pt\"><td colspan=\"2\" style=\"width:352.55pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Recognition and bank establishment distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">11sec x (TAS + [47+2H]) x 0.51 + 150</span><span style=\"font-family:'Times New Roman', serif\"> </span><span style=\"font-family:'Times New Roman', serif\">m</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:top\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C</span></p></td></tr><tr style=\"height:25.85pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">Turn point to obstacle distance (m)</span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">((A + B)</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\"> - B</span><span style=\"font-family:'Times New Roman', serif; font-size:8pt; vertical-align:super\">2</span><span style=\"font-family:'Times New Roman', serif\">)</span><span style=\"font-family:'Times New Roman', serif; vertical-align:4pt\">½</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= D</span></p></td></tr><tr style=\"height:25.05pt\"><td style=\"width:255.05pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt; font-size:14pt\"><span style=\"font-family:Symbol, serif\"></span><span style=\"font-family:'Times New Roman', serif; font-size:12pt\"> Visibility required (m)</span></p></td><td style=\"width:86.7pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\">= C + D</span></p></td><td style=\"width:61.85pt; padding-right:5.4pt; padding-left:5.4pt; vertical-align:middle\"><p class=\"TableText\" style=\"margin-bottom:6pt\"><span style=\"font-family:'Times New Roman', serif\"></span></p></td></tr></tbody></table>\n```\n\n![Determination of obstacle avoidance distance](image.033.jpeg)\n\n  \nFigure 8‑27: Determination of obstacle avoidance distance","sortOrder":750},{"sectionNumber":"8.8","sectionType":"part","heading":"Helicopter procedures — GNSS/NPAs","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":751},{"sectionNumber":"8.8.1 Application","sectionType":"division","heading":"8.8.1 Application","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":752},{"sectionNumber":"8.8.1.1 A certified designer may design ","sectionType":"subdivision","heading":"8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":753},{"sectionNumber":"8.8.1.2 The instrument approach and land","sectionType":"subdivision","heading":"8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":754},{"sectionNumber":"8.8.2 Administration","sectionType":"division","heading":"8.8.2 Administration","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":755},{"sectionNumber":"8.8.2.1 Helicopter procedures under this","sectionType":"subdivision","heading":"8.8.2.1 Helicopter procedures under this section are:","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":756},{"sectionNumber":"(a) classified as specialised helicopter","sectionType":"section","heading":"(a) classified as specialised helicopter operations; and","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":757},{"sectionNumber":"(b) must be annotated, in the header and","sectionType":"section","heading":"(b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.","content":"##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.","sortOrder":758},{"sectionNumber":"8.8.3 Procedure Overview","sectionType":"division","heading":"8.8.3 Procedure Overview","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":759},{"sectionNumber":"8.8.3.1 All helicopter procedures design","sectionType":"subdivision","heading":"8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":760},{"sectionNumber":"8.8.3.2 The operating procedures are to ","sectionType":"subdivision","heading":"8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":761},{"sectionNumber":"8.8.4 Visual Approach Area—Helicopter","sectionType":"division","heading":"8.8.4 Visual Approach Area—Helicopter","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":762},{"sectionNumber":"8.8.4.1 Helicopter procedures will norma","sectionType":"subdivision","heading":"8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":763},{"sectionNumber":"8.8.4.2 Procedures that do not provide a","sectionType":"subdivision","heading":"8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":764},{"sectionNumber":"8.8.4.3 The VAA-H criteria are based on ","sectionType":"subdivision","heading":"8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":765},{"sectionNumber":"8.8.4.4 The procedure designer must liai","sectionType":"subdivision","heading":"8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":766},{"sectionNumber":"8.8.4.5 During validation, particular at","sectionType":"subdivision","heading":"8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":767},{"sectionNumber":"8.8.4.6 This area is located between the","sectionType":"subdivision","heading":"8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":768},{"sectionNumber":"8.8.4.7 Operations within a VAA-H are vi","sectionType":"subdivision","heading":"8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":769},{"sectionNumber":"8.8.4.8 The missed approach criteria det","sectionType":"subdivision","heading":"8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":770},{"sectionNumber":"8.8.4.9 The centre of the HLS must be su","sectionType":"subdivision","heading":"8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":771},{"sectionNumber":"8.8.5 VAA-H Dimensions","sectionType":"division","heading":"8.8.5 VAA-H Dimensions","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":772},{"sectionNumber":"8.8.5.1 Area. The VAA-H starts at the co","sectionType":"subdivision","heading":"8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).","content":"#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter","sortOrder":773},{"sectionNumber":"8.8.5.2 Length. The nominal length of th","sectionType":"subdivision","heading":"8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":774},{"sectionNumber":"8.8.6 Obstacle Clearance","sectionType":"division","heading":"8.8.6 Obstacle Clearance","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":775},{"sectionNumber":"8.8.6.1 A minimum obstacle clearance (MO","sectionType":"subdivision","heading":"8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":776},{"sectionNumber":"8.8.7 Missed Approach","sectionType":"division","heading":"8.8.7 Missed Approach","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":777},{"sectionNumber":"8.8.7.1 In addition to the standard miss","sectionType":"subdivision","heading":"8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).","content":"#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach","sortOrder":778},{"sectionNumber":"8.8.7.2 Straight Missed Approach. The VA","sectionType":"subdivision","heading":"8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).","content":"#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach","sortOrder":779},{"sectionNumber":"8.8.7.3 Turning Missed Approach. Dependi","sectionType":"subdivision","heading":"8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":780},{"sectionNumber":"8.8.8 Calculation of MDA","sectionType":"division","heading":"8.8.8 Calculation of MDA","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":781},{"sectionNumber":"8.8.8.1 The MDA for the procedure is the","sectionType":"subdivision","heading":"8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":782},{"sectionNumber":"(a) final approach;","sectionType":"section","heading":"(a) final approach;","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":783},{"sectionNumber":"(b) VAA-H;","sectionType":"section","heading":"(b) VAA-H;","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":784},{"sectionNumber":"(c) missed approach;","sectionType":"section","heading":"(c) missed approach;","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":785},{"sectionNumber":"(d) VAA-H missed approach.","sectionType":"section","heading":"(d) VAA-H missed approach.","content":"## Section 8.8: Helicopter procedures — GNSS/NPAs\n\n### 8.8.1 Application\n\n#### 8.8.1.1 A certified designer may design the instrument approach and landing procedures mentioned in this section for helicopter point-in-space (PinS) operations, provided the procedures are only for operators approved by CASA.\n\n#### 8.8.1.2 The instrument approach and landing procedures in Part IV of PANS-OPS for helicopter PinS RNP APCH approach procedures may be used as an alternative to the instrument approach and landing procedures mentioned in this section.\n\n### 8.8.2 Administration\n\n#### 8.8.2.1 Helicopter procedures under this section are:\n\n##### (a) classified as specialised helicopter operations; and\n\n##### (b) must be annotated, in the header and footer, with the following words in upper case bold font: FOR USE BY CASA-APPROVED OPERATORS ONLY.\n\nThe use of the specialised helicopter procedures is limited to CASA‑approved operators only.\n\n> Note The CASA Area Office forwards to the Manager, CNS/ATM, copies of the relevant parts of each prospective operator’s operations manual. The Manager provides operators with an approval for each TIFP, in accordance with Part 173 of CASR 1998 and this MOS. CNS/ATM also maintains a register of operators authorised to use the procedures, and holds the relevant part of the operators’ operations manuals.\n\n### 8.8.3 Procedure Overview\n\n#### 8.8.3.1 All helicopter procedures designed under this section are to be designed in consultation with the local operator. Helicopter procedures are dependent upon visual segment procedures developed by the operator in consultation with the procedure designer. Operational procedures must include key visual features, hazards, routes to be flown and action to be taken in the event that meteorological conditions deteriorate below specified requirements and any other conditions relating to the procedure.\n\n#### 8.8.3.2 The operating procedures are to be included in the Operations Manual of an operator approved to use the procedure.\n\n### 8.8.4 Visual Approach Area—Helicopter\n\n#### 8.8.4.1 Helicopter procedures will normally be designed with a Visual Approach Area - Helicopter (VAA-H).\n\n#### 8.8.4.2 Procedures that do not provide a VAA-H are to be noted accordingly on the approach chart.\n\n#### 8.8.4.3 The VAA-H criteria are based on the establishment of key visual lead-in features to the HLS. In this respect, each procedure will be unique and requires an operational specification to be included in an operator’s operations manual.\n\n#### 8.8.4.4 The procedure designer must liaise with operators to define key lead-in features.\n\n#### 8.8.4.5 During validation, particular attention has to be considered for local operating procedures and key lead-in features.\n\n#### 8.8.4.6 This area is located between the MAPT and the HLS within which obstacle clearance at MDA is assured.\n\n#### 8.8.4.7 Operations within a VAA-H are visual flight manoeuvres. Once visual contact is established during the instrument approach, the helicopter is positioned within the VAA-H and manoeuvred utilising key lead-in points at altitudes not below the MDA until the HLS is sighted. (See AIP).\n\n#### 8.8.4.8 The missed approach criteria detailed in PANS-OPS are modified to take account of the VAA-H.\n\n#### 8.8.4.9 The centre of the HLS must be surveyed to an accuracy of 1/100th of a second of arc.\n\n### 8.8.5 VAA-H Dimensions\n\n#### 8.8.5.1 Area. The VAA-H starts at the commencement of the missed approach segment with a width equal to the width of the final segment primary area at that point. Its boundaries join at a tangent to a circle of 926 m radius centred on the HLS (see Figure 8-28).\n\n![Visual approach area — helicopter](image.034.png)\n\nFigure 8-28: Visual approach area — helicopter\n\n#### 8.8.5.2 Length. The nominal length of the VAA-H is 3 km. The actual length is determined by the distance from the MAWP to the centre of the HLS. In any event, it should be such as to allow visual reference to be maintained with the HLS or key lead-in points.\n\n### 8.8.6 Obstacle Clearance\n\n#### 8.8.6.1 A minimum obstacle clearance (MOC) of 90 m (295 ft) shall apply throughout the VAA-H. The principle of secondary areas does not apply.\n\n### 8.8.7 Missed Approach\n\n#### 8.8.7.1 In addition to the standard missed approach analysis, a missed approach analysis for the VAA-H is also required. When considering these missed approaches, the obstacle distance (doH) is measured via the shortest distance from the boundary of the VAA-H or missed approach turn initiation area boundary (see Figure 8-29).\n\n![Turning missed approach](image.035.png)\n\nFigure 8-29: Turning missed approach\n\n#### 8.8.7.2 Straight Missed Approach. The VAA-H sits within the protected area of the straight missed approach segment. Accordingly, no adjustments are required for the straight missed approach splay (see Figure 8-30).\n\n![Figure 8-30: Straight missed approach](image.036.png)\n\nFigure 8-30: Straight missed approach\n\n#### 8.8.7.3 Turning Missed Approach. Depending on the turn angle, the VAA-H can extend beyond the protected area of the turning missed approach segment (see Figure 8-29) In this event, the turning missed approach area is extended on the outside of the turn by drawing a straight line from the outside edge of the splay at the nominal MAHWP or MATWP at a tangent to the 926 m radius arc around the HLS. The MOC in this extended area is 40 m (130 ft).\n\n### 8.8.8 Calculation of MDA\n\n#### 8.8.8.1 The MDA for the procedure is the highest calculated OCA of the following the:\n\n##### (a) final approach;\n\n##### (b) VAA-H;\n\n##### (c) missed approach;\n\n##### (d) VAA-H missed approach.","sortOrder":786},{"sectionNumber":"8.9","sectionType":"part","heading":"Publishing","content":"## Section 8.9: Publishing\n\n### 8.9.1 Procedure to be published in accordance with data product specification\n\n#### 8.9.1.1 A certified designer must comply with the format and drafting conventions specified in a data product specification, given to the designer under regulation 175.160 of CASR 1998, for the publication of a procedure.","sortOrder":787},{"sectionNumber":"8.9.1 Procedure to be published in accor","sectionType":"division","heading":"8.9.1 Procedure to be published in accordance with data product specification","content":"## Section 8.9: Publishing\n\n### 8.9.1 Procedure to be published in accordance with data product specification\n\n#### 8.9.1.1 A certified designer must comply with the format and drafting conventions specified in a data product specification, given to the designer under regulation 175.160 of CASR 1998, for the publication of a procedure.","sortOrder":788},{"sectionNumber":"8.9.1.1 A certified designer must comply","sectionType":"subdivision","heading":"8.9.1.1 A certified designer must comply with the format and drafting conventions specified in a data product specification, given to the designer under regulation 175.160 of CASR 1998, for the publication of a procedure.","content":"#### 8.9.1.1 A certified designer must comply with the format and drafting conventions specified in a data product specification, given to the designer under regulation 175.160 of CASR 1998, for the publication of a procedure.","sortOrder":789}],"analysis":{"kimi_summary":{"_metrics":{"completionTokens":762},"content_quality":"ok","complexity_score":7,"scope_assessment":{"changed":false,"description":"The legislation appears consistent with its original purpose as a technical standards manual for instrument flight procedure design. The scope covers introduction, organisation, design personnel, and documentation requirements as expected for this type of aviation safety regulation. No significant scope creep is evident in the provided chapters."},"complexity_factors":["Extensive cross-referencing to ICAO documents (PANS-OPS, Doc 8168, Doc 9905, Doc 9368, Doc 9371, Doc 9906, Doc 9613) and other CASR Parts (139, 173, 175)","Multiple defined terms with nested definitions (e.g., ALS categories: NALS, BALS, IALS, FALS with specific length thresholds)","Hierarchical document structure with primacy rules (CASRs > MOS > ACs, but MOS prevails over ICAO)","Conditional logic for different designer types (certified vs authorised) and procedure types (standard IFPs vs RNP AR APCH vs offshore helicopter)","Graded personnel system with interdependent requirements (Chief Designer requires Qualified Designer requirements plus additional experience)","Recency and experience requirements with time-based conditions (e.g., three designs within six consecutive months, activity within previous year)","Extensive record-keeping and documentation requirements spanning organisational, technical, and personnel domains"],"plain_english_summary":"The Manual of Standards Part 173 sets the technical and organisational rules for designing Instrument Flight Procedures (IFPs) in Australia, aligning with ICAO but giving Australian standards priority. It governs who may design procedures, required competencies, supervision, documentation and recordkeeping, and how standards may be changed.\n\nIt affects certified and authorised designers, graded design staff, pilots and air traffic controllers — ensuring IFPs are produced by competent, supervised teams so procedures remain safe and compatible with international norms."}},"importantCases":[],"_links":{"self":"/api/acts/manual-of-standards-part-173-standards-applicable-to-instrument-flight-procedure-design","history":"/api/acts/manual-of-standards-part-173-standards-applicable-to-instrument-flight-procedure-design/history","analysis":"/api/acts/manual-of-standards-part-173-standards-applicable-to-instrument-flight-procedure-design/analysis","conflicts":"/api/acts/manual-of-standards-part-173-standards-applicable-to-instrument-flight-procedure-design/conflicts","importantCases":"/api/acts/manual-of-standards-part-173-standards-applicable-to-instrument-flight-procedure-design/important-cases","documents":"/api/acts/manual-of-standards-part-173-standards-applicable-to-instrument-flight-procedure-design/documents"}}